Controlling device for non-stage transmission for vehicles

ABSTRACT

A controlling device for controlling the transmission ratio of a non-stage transmission in a vehicle. The transmission ratio is controlled according to a forecast output power of the vehicle. The output power is forecast based on an operating condition of the vehicle, such as atmospheric pressure. The control considers various operating parameters. A comparison of a predetermined ratio of increase of engine speed or throttle opening with actual ratios of increase of engine speed or throttle opening may be made in controlling the transmission ratio. An uneven road surface is detected and a transmission ratio of the transmission is controlled accordingly to substantially eliminate hunting. An engine speed is controlled so that the engine speed may not exceed a predetermined rotational speed when the transmission gear ratio is fixed. A target engine speed or target transmission ratio is corrected in response to an output signal of a comparison device which compares an actual vehicle velocity with a set vehicle velocity during automatic fixed vehicle velocity running.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to a controlling device for an engine and acontrolling device for a non-stage transmission for a vehicle, and moreparticularly to a controlling device for a non-stage transmission for avehicle by which the transmission gear ratio control is enabledappropriately in response to a running condition of the vehicle.

This invention further relates to a controlling device for a non-stagetransmission for a vehicle by which the vehicle will not suffer fromhunting when it runs on an uneven road surface (e.g., a rough road).

This invention relates to an engine controlling device which has afail-safe function for a fixed transmission gear ratio running conditionof a motorcycle, an automobile or the like, which includes a non-stagetransmission.

This invention also relates to a vehicle controlling device for amotorcycle, an automobile, or the like, which includes an automaticfixed velocity running means, a non-stage transmission, and a non-stagetransmission controlling means.

2. Description of the Prior Art

A non-stage transmission which is carried on an automobile,motor-bicycle, a motorcycle, or the like (hereafter referred to only asa "vehicle") changes the speed of a power of an internal combustionengine at a predetermined transmission gear ratio (ratio) to enable anefficient running of the internal combustion engine, by which it isenabled to attain improvements in fuel cost. Control of such a non-stagetransmission for a vehicle is executed commonly such that the actualtransmission gear ratio may coincide with a target transmission gearratio which is calculated from a throttle opening, an engine speed orthe like. Such a controlling device for a non-stage transmission for avehicle is disclosed, for example, in Japanese Patent Laid-Open No.62-273189. The controlling device controls a non-stage transmission inresponse to velocity information of the vehicle and throttle openinginformation.

The prior art described above has the several problems. In particular,the conventional controlling device for a non-stage transmission for avehicle as disclosed in Japanese Patent Laid-Open No. 62-273189 reliesupon the detection of current velocity information of the vehicle andcurrent throttle opening information, in other words, a current runningcondition of the vehicle, and executes control of the non-stagetransmission in response to a result of a current running condition.Accordingly, the control response of the non-stage transmission is low.

In the vehicle on which the non-stage transmission is carried, fuelinjection to the engine is controlled in response to throttle openinginformation, engine speed information and so on, and the velocity of thevehicle is controlled thereby. Since control of the non-stagetransmission is then executed using vehicle velocity information and soon, some delay in response takes place in control of the non-stagetransmission, and a comparatively long period of time is required untilthe vehicle is brought into a running condition that is intended by thedriver, which leads to deterioration in running performance.

Accordingly, when it is intended to suddenly open the throttle valve toachieve rapid acceleration, or when the vehicle is running in highaltitudes or the like and the atmospheric pressure is different fromthat at a lower elevation, or else when the vehicle is provided with arunning mode change-over switch for setting the running mode of thevehicle (e.g., a switch for setting sport running, fuel cost saverunning, and so forth) and the vehicle is controlled to run in responseto a position of the control switch, control of the non-stagetransmission cannot respond promptly to the running condition of thevehicle.

The present invention has been made to resolve the problems describedabove, and it is an object of the present invention to provide acontrolling device for a non-stage transmission for a vehicle that canexecute control of the non-stage transmission instantaneously andappropriately in response to a condition of an output power of an engineof the vehicle to improve the running performance.

Where a non-stage transmission is carried on a vehicle, the non-stagetransmission is controlled such that the transmission gear ratio thereofmay coincide with a target transmission gear ratio calculated inaccordance with an engine parameter or the like during running of thevehicle, or the engine speed of the vehicle may coincide with a targetengine speed calculated in accordance with an engine parameter or thelike during running of the vehicle.

Such a controlling device for a non-stage transmission for a vehicle asdescribed above is disclosed, for example, in Japanese Patent Laid-OpenNo. 62-273189.

In the case of the prior art described above, when the vehicle runs onan uneven road surface (e.g., a rough road), there is the possibilitythat the vehicle may suffer from hunting. The reason for the possibilityof hunting will now be described.

FIG. 19 is a view illustrating a relationship between a vehicle whichruns on an uneven road surface while maintaining an accelerator fixedand a transmission gear ratio of a non-stage transmission carried on thevehicle. It should be noted that, in FIG. 19, the degree of theunevenness of a road surface 905 is represented in an exaggerated mannerin order to make the view easy to see.

In the figure, if a vehicle runs on an uneven road surface 905 whilemaintaining an accelerator thereof fixed, when the vehicle runs on anuphill road as denoted by reference numeral 901, the load to the engineis high. Accordingly, the transmission gear ratio of the non-stagetransmission is set to a low side value (that is, a high transmissiongear ratio side value). When the vehicle is running on a horizontal roadas denoted by reference numeral 902, the engine load is low, andaccordingly, the transmission gear ratio of the non-stage transmissionis changed to a high side value (that is, a low transmission gear ratioside value). When the vehicle is running on a downhill road as denotedby reference numeral 903, the engine load is reduced further, and thetransmission gear ratio is changed to a further higher side value.

FIG. 20 is a view showing a change in transmission gear ratio of anon-stage transmission when a vehicle runs on a level ground, an unevenroad surface, a downhill road and an uphill road while maintaining anaccelerator thereof fixed. In a table shown at the bottom of FIG. 20, amark + indicates that the transmission gear ratio is being increasedwhile another mark--indicates that the transmission gear ratio is beingdecreased, and 0 indicates that the transmission gear ratio does notvary.

As shown in FIG. 20, when a vehicle is running on level ground while anaccelerator is maintained fixed, the transmission gear ratio is fixed,but when the vehicle runs on a downhill road or an uphill road, thetransmission gear ratio is set from a low side value to a high sidevalue or from a high side value to a low side value. When the vehicleruns on an uneven road surface (e.g., a rough road) while theaccelerator is maintained fixed, the transmission gear ratio fluctuatesbetween a low side value and a high side value as shown in the figure.

Generally, control of a non-stage transmission is executed for eachpredetermined sampling cycle, and depending upon a relationship betweensuch sampling cycle and a cycle of the unevenness of a rough road, evenif a controlling device for the vehicle judges, for example, that thevehicle is running on an uphill road and sets the transmission gearratio to a low side value, the vehicle may actually begin to run on adownhill road. Then, if the controlling device judges that the vehicleis running on a downhill road and sets the transmission gear ratio to ahigh side value, the vehicle may actually begin to run on an uphillroad. If such a situation as just described occurs repetitively, thevehicle will suffer from hunting, and there is a disadvantage in that adisagreeable feeling upon running on an uneven road surface isincreased. The present invention resolves the problems discussed above.

A non-stage transmission which is carried on a vehicle typically changesthe speed of a power of an internal combustion engine at a predeterminedtransmission gear ratio (ratio) to enable an efficient running of theinternal combustion engine, by which improvements in fuel cost may beattained. Such a non-stage transmission is controlled so that, forexample, the actual transmission gear ratio may coincide with a targettransmission gear ratio which is calculated in accordance with a runningcondition of the vehicle. Such a controlling device for a non-stagetransmission is disclosed, for example, in Japanese Patent Laid-Open No.62-273189. A technique of fixing the transmission gear ratio of anon-stage transmission in a special condition such as reversing isdisclosed, for example, in Japanese Patent Laid-Open No. 62-203830. Thefixed transmission gear ratio is set to a comparatively high value onthe low side so that starting of the vehicle and running of the sameafter then may be enabled.

The prior art just described has the following problems. In case thetransmission gear ratio of a prior-art non-stage transmission is fixed,the transmission gear ratio is set to a comparatively high value on thelow side as described above. Accordingly, when a running condition isentered after starting the vehicle, the engine speed likely becomeshigher than that when the transmission gear ratio is not fixed (i.e.,than when the transmission gear ratio is automatically controlled by acontrolling device for the non-stage transmission). Accordingly, ifrunning continues for a long period of time in this condition, there isthe possibility that the engine may suffer from overheating. The presentinvention has been made to resolve the problems described above.

Some vehicles on which a non-stage transmission is carried have a devicefor automatically controlling the opening of a throttle valve so that anactual running velocity of the vehicle may coincide with a set runningvelocity to maintain a fixed velocity running, in order to reducepossible fatigue of a driver during running of the vehicle on anexpress-highway or the like. Such an automatic fixed velocity runningdevice is disclosed, for example, in the official gazette of JapanesePatent Laid-Open No. 62-216836.

If, during automatic fixed velocity running, a vehicle begins to run onan uphill road having an excessively high inclination so that,consequently, the running condition of the vehicle changes, the load tothe output side of an engine will be excessively high with only controlof a throttle valve opening. Accordingly, in such an instance theautomatic fixed velocity running control must necessarily be canceled.Thus, in conventional vehicles, transmission ratios of a non-stagetransmission are set to rather high values in advance over all runningconditions in order to widely follow a change in such runningconditions.

The prior art described above has the following problems, which will nowbe discussed. Where transmission gear ratios of a non-stage transmissionare set to rather high values compared to those for an ordinary case,the vehicle can execute automatic fixed velocity running against widechanges in a running condition of the vehicle due to running on anuphill road or the like as described above. However, when running thevehicle on level ground, the transmission gear ratio will then beexcessively high. Consequently, the fuel cost will be high. Inparticular, since automatic fixed velocity running control and controlof a non-stage transmission are executed independently of each other ina conventional vehicle, the fuel cost of the vehicle is sometimes highdepending upon a running condition of the vehicle. Furthermore, sinceautomatic fixed velocity running control in conventional vehicles isexecuted only by control of the opening of a throttle valve, the vehiclegenerally suffers from hunting.

SUMMARY OF THE INVENTION

It is therefore an object of the present invention to provide acontrolling device for a non-stage transmission for a vehicle thatovercomes the above-discussed problems of the prior art. It is an objectof the present invention to provide a controlling device for a non-stagetransmission for a vehicle that forecasts into what condition an outputpower of an engine will be put, and a target transmission gear ratio ora target engine speed of a non-stage transmission is modified inaccordance with a result of such forecast. In other words, in thepresent invention, control of the non-stage transmission is executed inresponse to a parameter of the engine and a condition in which an outputpower of the engine is produced. Forecasting of an output power of theengine is made by detecting an increasing amount of fuel foracceleration. Detection of an increasing amount of fuel for accelerationis achieved by detecting a ratio of increase of a throttle openingand/or a ratio of increase of the engine speed. A condition wherein theoutput power of the engine is decreased is detected and forecasting ofthe output power of the engine is made in accordance with a result ofsuch detection, even if the vehicle is in such a situation wherein theoutput power of the engine is decreased. A condition wherein the outputpower of the engine is decreased is judged using an atmospheric pressuredata detected by an atmospheric pressure detecting means. Consequently,the non-stage transmission can be controlled promptly following a changein output power of the engine.

Since a condition wherein the output power of the engine is decreased isdetected and forecasting of the output power of the engine is made inaccordance with a result of such detection, even if the vehicle is insuch a situation wherein the output power of the engine is decreased,deterioration of the running performance involved in such decrease ofthe output power can be prevented.

Since the condition wherein the output power of the engine is decreasedis judged using an atmospheric pressure data detected by an atmosphericpressure detecting means, forecasting of a condition of the output powerof the engine can be effected readily, and an additional sensor or thelike is not required.

Further, since forecasting of an output power of the engine is made bydetecting an increasing amount of fuel for acceleration, theacceleration of the vehicle can be achieved smoothly.

Since such detection of an increasing amount of fuel for acceleration isachieved by detecting a ratio of increase of a throttle opening and/or aratio of increase of the engine speed, forecasting of an output power ofthe engine can be made readily, and an additional sensor or the like isnot required.

Since forecasting of an output power of the engine is made in responseto a setting condition of a plurality of running mode setting switches,running of the vehicle can be made smoothly in accordance with a settingof the running mode setting switches.

It is an object of the present invention to provide a controlling devicefor a non-stage transmission for a vehicle by which the vehicle does notsuffer from hunting even when it runs on a rough road. Thus, it isdetermined whether or not a road surface on which a vehicle is runningis an uneven, rough road. If it is determined that the road surface is arough road, then a target transmission gear ratio is fixed. When controlof a non-stage transmission is executed so that a target engine speedand an actual engine speed may coincide with each other, retrieval orcalculation of a target engine speed is stopped and the transmissiongear ratio of the non-stage transmission is fixed. Since thetransmission gear ratio of the non-stage transmission is fixed in thismanner when the road surface is an uneven, rough road, hunting isprevented.

It is an object of the present invention to provide an enginecontrolling device which eliminates the possibility that, when thetransmission gear ratio of a non-stage transmission is set to a fixedvalue in a special running condition, the engine may suffer fromoverheating even if running is performed continuously.

Thus, when the transmission gear ratio of a non-stage transmission isset to a fixed value in a special running condition, the engine speed iscontrolled so that it may not exceed a predetermined rotational speed.Consequently, even if running is continued for a long period of time,there is no possibility that the engine may suffer from overheating.

It is an object of the present invention to provide a vehiclecontrolling device which can minimize any hunting upon automatic fixedvelocity running of the vehicle and can attain reduction of the fuelcost of running the vehicle.

Thus, a target engine speed or a target transmission gear ratio iscorrected in response to a running condition upon automatic fixedvelocity running of a vehicle carrying a non-stage transmission. A setvehicle velocity for automatic fixed velocity running and an actualvehicle velocity are compared with each other, and a target engine speedor a target transmission gear ratio for the non-stage transmission iscorrected in response to a result of such comparison, and then thenon-stage transmission is controlled using the thus corrected targetengine speed or the thus corrected target transmission gear ratio.

By controlling the non-stage transmission in association with automaticfixed velocity running control in this manner, the transmission gearratio can be increased during automatic fixed velocity running only whenthe change in running condition of the vehicle is great. Furthermore,automatic fixed velocity running can be executed in control of both thethrottle valve and the transmission gear ratio of the non-stagetransmission.

The above and other objects, features and advantages of the presentinvention will become more apparent from the following description whentaken in conjunction with the accompanying drawings in which preferredembodiments of the present invention are shown by way of illustrativeexample.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a functional block diagram showing an example of a basicconstruction of an embodiment the present invention;

FIG. 2 is a block diagram showing a hydraulic circuit of an example of anon-stage transmission to which the present invention may be applied;

FIG. 3 is a plan view of a motorcycle on which an example of a non-stagetransmission to which the present invention is applied is carried;

FIG. 4 is a side elevational view of FIG. 3;

FIG. 5 is a block diagram showing an example of a construction of anembodiment the present invention;

FIG. 6 illustrates Ne interrupt control flow charts which illustrate theoperation of a first embodiment of the present invention;

FIG. 7 illustrates fixed time interrupt control flow charts whichillustrate the operation of the first embodiment of the presentinvention;

FIG. 8 is a functional block diagram of the first embodiment of thepresent invention;

FIG. 9 illustrates fixed time interrupt control flow charts whichillustrate the operation of a modification to the first embodiment ofthe present invention;

FIG. 10 is a block diagram of the modification to the first embodimentof the present invention:

FIG. 11 illustrates Ne interrupt control flow charts which illustratethe operation of a second embodiment of the present invention;

FIG. 12 illustrates fixed time interrupt control flow charts whichillustrate operation of the second embodiment of the present invention;

FIG. 13 is a functional block diagram of the second embodiment of thepresent invention;

FIG. 14 illustrates Ne interrupt control flow charts which illustratethe operation of a third embodiment of the present invention;

FIG. 15 illustrates fixed time interrupt control flow charts whichillustrate operation of the third embodiment of the present invention;

FIG. 16 is a graph showing an example of first to third energizationtimes which are applied to the third embodiment of the presentinvention;

FIG. 17 is a graph showing an example of first to third transmissiongear ratio tables which are applied to the third embodiment of thepresent invention;

FIG. 18 is a functional block diagram of the third embodiment of thepresent invention;

FIG. 19 is a view showing a relationship between a vehicle which runs onan uneven road surface while maintaining an accelerator fixed and atransmission gear ratio of a non-stage transmission carried on thevehicle;

FIG. 20 is a view showing a change in transmission gear ratio when avehicle runs on a level ground, a rough road, a downhill road and anuphill road while maintaining an accelerator fixed;

FIG. 21 is a view showing a construction of a non-stage transmissionwhich is applied to the fourth embodiment of the present invention;

FIG. 22 is an explanatory view of a relationship between a low pressureand a high pressure led out from a low/high pressure setting section ofthe non-stage transmission shown in FIG. 21;

FIG. 23 is an explanatory view of a relationship between the highpressure and the low pressure which are changed over by a change-overvalve of the non-stage transmission shown in FIG. 21;

FIG. 24 is a block diagram showing construction of the fourth embodimentof the present invention;

FIGS. 25 and 26 are flow charts illustrating operation of the fourthembodiment of the present invention;

FIG. 27 is a constructional view of a memory for storing δΘthi, δRAi andRi therein;

FIG. 28 is a functional block diagram of a fourth embodiment of thepresent invention;

FIGS. 29 and 30 are flow charts illustrating operation of the fifthembodiment of the present invention;

FIG. 31 is a constructional view of a register for storing Ti therein;

FIG. 32 is a functional block diagram of the fifth embodiment of thepresent invention;

FIG. 33 is a block diagram showing a hydraulic circuit of anotherexample of a non-stage transmission to which the present invention maybe applied;

FIG. 34 is a block diagram showing construction of the sixth embodimentof the present invention;

FIG. 35 is a flow chart illustrating the operation of fixed timeinterrupt control for executing transmission gear ratio control of thenon-stage transmission;

FIG. 36 is a flow chart illustrating operation of Ne interrupt controlfor executing ignition control of the vehicle;

FIG. 37 is a timing chart of principal parts of the sixth embodiment ofthe present invention;

FIG. 38 is a functional block diagram of the sixth embodiment of thepresent invention;

FIG. 39 is a block diagram showing construction of the seventhembodiment of the present invention;

FIG. 40 is a flow chart illustrating operation of the seventh embodimentof the present invention:

FIG. 41 is a graph showing a relationship between δv and a correctionterm Neauto; and

FIG. 42 is a functional block diagram of the seventh embodiment of thepresent invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will now be described in detail with reference tothe drawings. In the description below, similar reference numerals refergenerally to like or equivalent features or structure in the variousdrawings.

A non-stage transmission which is controlled in accordance with thepresent invention is preferably of the type wherein the transmissiongear ratio of the non-stage transmission is determined decisively as thecontrolling parameters of a transmission gear ratio modifying means aredetermined. Such a non-stage transmission is disclosed, for example, inJapanese Patent Laid-Open No. 62-224770. The non-stage transmissiondisclosed in the official gazette mentioned above will now be describedbriefly.

The non-stage transmission disclosed in Japanese Patent Laid-Open No.62-224770 contains a cam plate type fixed delivery hydraulic pump P anda cam plate type variable delivery hydraulic motor M.

A transmission gear ratio R of the non-stage transmission is determinedin accordance with the following expression: ##EQU1## Accordingly, ifthe capacity of the hydraulic motor M is changed from 0 to a particularvalue, then the transmission gear ratio is changed from 1 to a certainrequired value. Since the capacity of the hydraulic motor M depends upona stroke of a motor plunger, the transmission gear ratio can be changedto a certain required value by tilting a motor cam plate from an uprightposition to a certain inclined position, thereby varying the stroke ofthe motor plunger.

FIG. 2 is a block diagram showing a hydraulic circuit of a non-stagetransmission. Referring to FIG. 2, reference character F denotes an oilpump which is driven by an engine E, C a clutch mechanism, Q a flow rateadjusting mechanism, Wr a driving wheel which is driven to rotate by anoutput power shaft of the non-stage transmission, and Wf a driven wheel.

A hydraulic closed circuit G is formed between the hydraulic pump P andthe hydraulic motor M. The hydraulic closed circuit G includes anouter-side oil passage 41 which forms a high pressure oil passage, andan inner-side oil passage 40 which forms a low pressure oil passage. Theoil pump F is connected to the inner-side oil passage 40 and theouter-side oil passage 41 by way of a supplementing oil passage 120 anda pair of check valves 121, 121 such that working oil pumped up from anoil tank 122 may be supplied by way of the supplementing oil passage 120and the check valves 121. A relief valve 123 for adjusting the pressureof the working oil to a fixed value is connected to the supplementingoil passage 120.

The clutch mechanism C has an actuator 125 which is provided with aclutch sensor 124. The clutch sensor 124 detects an operating positionof a first distributing valve 45, which first distributing valve 45 isused as a clutch valve. Alternatively, the clutch sensor 124 may detectan operating position of a first control ring. The flow rate adjustingmechanism Q has an actuator 127 which is provided with a flow ratesensor 126 for detecting an operating position of a second distributingvalve 46. Alternatively, the flow rate sensor 126 may detect anoperating position of a second control ring. An inclination anglecontrolling mechanism 80 has an electric motor 86 as an actuator and atransmission gear ratio detecting sensor ("ratio sensor") 128 fordetecting a tilted position of a motor cam plate 20, that is, atransmission gear position.

A controlling means U is electrically connected to the actuators 125 and127, the electric motor 86, the clutch sensor 124, flow rate sensor 126and transmission gear ratio detecting sensor 128. The controlling meansU is further connected to an Ne sensor 204 for detecting a speed Ne ofthe engine E, a Θth sensor 207 for detecting a throttle opening Θth ofthe engine E, a vehicle velocity sensor Sc for detecting a rotationalspeed of the driving wheel Wr, a brake sensor Sd for detecting anoperating condition of a brake mechanism of the vehicle (such as a brakelever), another velocity vehicle sensor Se for detecting a rotationalspeed of the driven wheel Wf, a change switch Sf, a Pa sensor 205 fordetecting an atmospheric pressure Pa, and a Pb sensor 206 for detectinga negative pressure Pb in an intake air pipe on the downstream side of athrottle valve (hereafter referred to as "intake air pipe internalnegative pressure"). The controlling means U thus normally receivesinformation from the various sensors described above. The controllingmeans U is provided with a function of a microcomputer 201 (describedbelow with reference to FIG. 5), that is, a function of executingoperation of the present invention, and another function of executingvarious controls necessary for control of the vehicle and/or thenon-stage transmission other than the operation according to the presentinvention.

An example wherein a non-stage transmission having such a constructionas described above is carried on a motorcycle is shown in FIGS. 3 and 4.The motorcycle includes a body frame 130, and engine E supported on thebody frame 130, and a non-stage transmission CVT (as described above),which non-stage transmission is disposed at the rear stage of the engineE. The non-stage transmission CVT in this instance is of the hydraulictype, and an output power shaft 25 thereof is disposed in leftward andrightward directions of the body so that it may extend parallel to acrankshaft 1 of the engine E, as shown in FIG. 3.

Reference character Wf denotes a driven wheel, and Wr a driving wheel towhich a driving force is applied from the engine E. A fuel tank 131 issecured to an upper location of a front portion of the body frame 130,while a seat 132 is secured to a seat rail 130a at a rear portion of thebody frame 130. The driven wheel Wf is supported for rotation at a lowerend of a front fork 134 which is mounted on a head pipe 133 at a frontportion of the body frame 130 while a handle 135 mounted on the frontfork 134 is disposed above the head pipe 133.

The driving wheel Wr is supported for rotation at an end portion on therocking side of a swing arm 137 which is mounted for rocking motionunder a reactive force of a cushion unit 136 on the body frame 130 asshown in FIG. 4, and the driving wheel Wr is connected to the outputpower shaft 25 of the non-stage transmission CVT by way of a secondaryreduction gear 3 disposed on the left-hand side of the body as shown inFIG. 3.

The rotation systems such as the non-stage transmission CVT, crankshaft1 and so forth are disposed such that the center of the mass thereof maybe positioned at the center in the widthwise direction of the body andthe directions of rotation of input and output power shafts of thenon-stage transmission CVT and the crankshaft 1 may coincide with thedirection of rotation of the driving wheel Wr. Such arrangement andstructure is intended to cause the vehicle to produce a moment in thepitching direction without producing a yawing moment in the leftward orrightward direction making use of an inertial reactive force of therotation systems by changing the velocities of rotation of the rotationsystems in response to an operation of an accelerator, therebypermitting arbitrary changing of loads to be applied to the front andrear wheels.

Reference character 2 denotes a primary reduction gear of the chaintype, 2a an output sprocket wheel of the primary reduction gear 2, 138an air cleaner, 139 an exhaust pipe, 140 an accelerator grip, 141 aclutch lever, 142 a change pedal for manual operation, and 143 a brakepedal. The change pedal 142 is provided in a cooperating relationshipwith the change switch Sf such that the change switch Sf may provide twodifferent signals corresponding to directions of operations of thechange pedal 142, one of the signals is a shift up signal for changingthe transmission gear ratio to the TOP side while the other one is ashift down signal for changing the transmission gear ratio to the LOWside.

FIG. 5 is a block diagram showing an example of construction of oneembodiment of the present invention. Referring to FIG. 5, referencenumerals 201, 202 and 203 denote a microcomputer (electronic controllingdevice), a down counter and an oscillator, respectively. Themicrocomputer 201 is composed of a CPU, a ROM, a RAM, an input/outputinterface, a common bus for interconnecting such components, and soforth, as is well known in the art.

While the embodiment of the invention being described employs a downcounter 202, the function of the down counter 202 can be achievedotherwise by the microcomputer 201. In such an instance, the downcounter 202 can be omitted.

The Ne sensor 204, Pa sensor 205, Pb sensor 206, and Θth sensor 207 areconnected to the microcomputer 201. The Ne sensor 204 detects aplurality of pawls provided in an equidistantly spaced relationship on acrankshaft of the vehicle and calculates a rotational speed Ne of theinternal combustion engine from time intervals between the detection ofsuccessive pawls as the crankshaft rotates.

A running mode change-over switch 208 is provided to set a running modeof the vehicle. In the present example, the running mode change-overswitch 208 has three different contacts, and a running mode of thevehicle is determined by changing over among the contacts. (The runningmode change-over switch 208 is applied to a third embodiment of thepresent invention which will be described below with reference to FIGS.14 to 18.)

Reference numerals 70, 81, 85 and 86 denote a trunnion shaft connectedto the cam plate of the hydraulic motor M, a sectoral sector gearconnected to the trunnion shaft, a worm gear held in meshing engagementwith the sector gear, and a motor for driving the worm gear to rotate,respectively, as shown in FIG. 10 of the official gazette of JapanesePatent Laid-Open No. 62-224770 mentioned above.

A transmission gear ratio of the non-stage transmission CVT is detectedby the transmission gear ratio detecting sensor 128. The transmissiongear ratio detecting sensor 128 may be a potentiometer, for example, fordetecting a rotational angle of the trunnion shaft 70 or the motor 86.An output signal of the transmission gear ratio detecting sensor 128 istransmitted to the microcomputer 201 by way of an analog-to-digitalconverter 210.

Reference numerals 231 to 234 denote first to fourth injectors,respectively, and 221 to 224 denote first to fourth injector drivingtransistors connected to the first to fourth injectors 231 to 234,respectively. An output terminal Qo of the down counter 202 is connectedto input terminals of first to fourth AND gates 211 to 214, while outputterminals G1 to G4 of the microcomputer 201 are connected to the otherinput terminals of the first to fourth AND gates 211 to 214,respectively. Output terminals of the first to fourth AND gates 211 to214 are connected to the bases of the first to fourth transistors 221 to224, respectively.

Control of the non-stage transmission and control of the injectors(first to fourth injectors 231 to 234) are executed by the samemicrocomputer (microcomputer 201), as seen in FIG. 5. Control of thefirst to fourth injectors 231 to 234 is executed each time one of thepawls provided on the crankshaft of the vehicle is detected, asdescribed above in connection with the description of the Ne sensor 204.In the following description, a control which is executed in response todetection of a pawl will be referred to as control by "Ne interrupt."While control of the first to fourth injectors 231 to 234 is executedunder Ne interrupt control, the control of the non-stage transmission isexecuted after each lapse of a fixed interval of time. In the followingdescription, a control which is executed after each lapse of a fixedinterval of time will be referred to as "fixed time interrupt control."

FIGS. 6 and 7 are flow charts illustrating operation of the firstembodiment of the present invention. The Ne interrupt control isillustrated in FIG. 6 while the fixed time interrupt control isillustrated in FIG. 7.

At first, in the Ne interrupt control of FIG. 6, a detected time Tbetween the detection by the Ne sensor 204 of adjacent ones of theplurality of pawls provided in an equidistantly spaced relationship onthe crankshaft of the vehicle is read in at first at step S1. At stepS2, a reciprocal of the time T is set to be an engine speed Ne.

At step S3, an energization time Tout of an injector (any one of thefirst to fourth injectors 231 to 234) is retrieved from a map whereineither the engine speed Ne and an intake pipe internal negative pressurePb, or the engine speed Ne and a throttle opening Θth, are used asvariables. (The intake pipe internal negative pressure Pb and thethrottle opening Θth are detected in the fixed time interrupt controlillustrated in FIG. 7.) Since the technique of setting the energizationtime Tout of an injector is already well known, a further descriptionthereof will not be provided.

At subsequent step S4, a count value G of a stage counter fordesignating which one of the injectors is to be energized is incrementedby one.

At step S5, it is detected whether or not the count value G is equal toor greater than 5, and in case the count value G is equal to or greaterthan 5, the sequence advances to step S7 by way of step S6, but if thecount value G is smaller than 5, the sequence directly advances to stepS7.

At step S6, the count value G is set to 1.

Steps S7 to S9 are steps at which in the count value G is determined. Ifthe count value G is equal to 1, the value "1" is delivered, at stepS10, from the output terminal G1 of the microcomputer 201 shown in FIG.5. Similarly, if the count value G is equal to one of the values 2 to 4,the value "1" is delivered from a corresponding one of the outputterminals G2 to G4 of the microcomputer 201 at a corresponding one ofsteps S11 to S13.

At step S14, the down counter 202 connected to the microcomputer 201 isreset.

At step S15, the energization time Tout retrieved at step S3 is set inthe down counter 202.

At step S16, the value "1" is delivered from the output terminal S ofthe microcomputer 201 to the down counter 202, after which, the processcomes to an end. Consequently, a predetermined injector (one of thefirst to fourth injectors 231 to 234) is energized for the energizationtime Tout, and the injection of fuel is performed.

In the fixed time interrupt control of FIG. 7, an intake pipe internalnegative pressure Pb is read in at step S21.

At step S22, a throttle opening Θth is read in.

At step S23, an atmospheric pressure Pa is read in.

At step S24, a target transmission gear ratio R is retrieved from a mapwherein the engine speed Ne and the intake pipe internal negativepressure Pb are used as variables. It should be noted that the targettransmission gear ratio R may otherwise be retrieved from another mapwherein the engine speed Ne and the throttle opening Θth are used asvariables, or else from a table wherein any one of the engine speed Ne,intake pipe internal negative pressure Pb and throttle opening Θth isused as a variable.

At step S25, it is judged whether or not the detected atmosphericpressure Pa is lower than a predetermined atmospheric pressure Pao. Incase the atmospheric pressure Pa is lower than the predeterminedatmospheric pressure Pao, the sequence advances to step S27 by way ofstep S26, but to the contrary if the atmospheric pressure Pa is notlower than the predetermined atmospheric pressure Pao, the processadvances directly to step S27.

At step S26, a predetermined value (fixed value) ro is added to thetransmission gear ratio R.

At step S27, an output signal of the transmission gear ratio detectingsensor 128 (i.e., an angle of the trunnion shaft 70) corresponding tothe actual transmission gear ratio Θr of the non-stage transmission isread in.

At step S28, it is judged whether or not an absolute value of adifference between the actual transmission gear ratio Θr and the targettransmission gear ratio R is greater than a predetermined deviation ε.If the absolute value is not greater than the predetermined deviation ε,the process comes to an end. In case the absolute value is greater thanthe predetermined deviation ε, it is judged at step S29 whether or not adifference of the target transmission gear ratio R from the actualtransmission gear ratio Θr is positive. If the difference is positive, apredetermined driving signal Θout is delivered to the motor 86 at stepS30 so that the transmission gear ratio may be decreased, that is, theratio may be lowered.

However, if the difference is negative, then a predetermined drivingsignal Θout is delivered, at step S31, to the motor 86 so that thetransmission gear ratio may be increased, that is, the ratio may beraised. Then, the process comes to an end.

The process at steps S28 to S31 makes a routine for executing feedbackcontrol so that the actual transmission gear ratio Θr may coincide withthe target transmission gear ratio R.

In this manner, as shown in FIG. 7, if the detected atmospheric pressurePa is lower than the predetermined atmospheric pressure Pao, or in otherwords, in case the vehicle is running in a region located apredetermined distance above sea level, the target transmission gearratio R is increased by a predetermined amount. Thus, in a lowatmospheric pressure condition where the output characteristic of theengine is deteriorated, the target transmission gear ratio R isincreased so that the output power of the engine can be well utilized inthe operation of the vehicle.

It should be noted that, while in FIG. 7 the process is shown coming toan end after completion of the processing at step S30 or S31, theprocess may be modified such that the process returns to step S28 aftercompletion of either of steps S30 or S31.

FIG. 8 is a functional block diagram of the first embodiment of thepresent invention. In FIG. 8, like reference numerals to those of FIG. 5denote like or equivalent portions.

Referring to FIG. 8, the Pa sensor 205 and a Pao storage means 301 inwhich a predetermined atmospheric pressure Pao is stored are bothconnected to a comparison means 302. The comparison means 302 comparesthe predetermined atmospheric pressure Pao and an atmospheric pressurePa detected by the Pa sensor 205 with each other and energizes aswitching means 307 when the atmospheric pressure Pa is lower than thepredetermined atmospheric pressure Pao.

The switching means 307 is disposed between an input portion of anadding means 305 and a predetermined value ro storage means 303 in whicha predetermined value ro (which is to be added to a target transmissiongear ratio R when the atmospheric pressure is low) is stored. When theswitching means 307 is energized by the comparison means 302, theswitching means 307 interconnects the predetermined value ro storagemeans 303 and the adding means 305.

A transmission gear ratio R storage means 304 has transmission gearratios R stored therein, employing at least one of the engine speed Ne,the intake pipe internal negative pressure Pb, and the throttle openingΘth as a variable. The transmission gear ratio R storage means 304delivers a transmission gear ratio R to the other input portion of theadding means 305 in response to data detected by at least one of the Nesensor 204, the Pb sensor 206, and the Θth sensor 207, which sensors areconnected to the transmission gear ratio R storage means 304.

When the atmospheric pressure Pa detected by the Pa sensor 205 is lowerthan Pao, the adding means 305 adds a transmission gear ratio Rdelivered from the transmission gear ratio R storage means 304 and thepredetermined value ro delivered from the predetermined value ro storagemeans 303, and delivers the added value to a feedback controlling means306. However, when the atmospheric pressure Pa is equal to or higherthan Pao, the adding means 305 delivers a transmission gear ratio R fromthe transmission gear ratio R storage means 304 to the feedbackcontrolling means 306, without changing the value of the transmissiongear ratio R.

The feedback controlling means 306 compares a transmission gear ratio Rdelivered thereto and an actual transmission gear ratio Θr deliveredfrom the transmission gear ratio detecting sensor 128, and feedbackcontrols the motor 86 in accordance with a result of such comparison.Consequently, the transmission gear ratio of the non-stage transmissionwill assume a value delivered from the adding means 305.

FIG. 9 is a flow chart illustrating the operation of a modification tothe first embodiment of the present invention and shows a fixed timeinterrupt control similar to that shown in FIG. 7. In this modificationto the first embodiment of the present invention, the process shown inFIG. 6 is executed for Ne interrupt control. As seen from a comparisonbetween FIGS. 9 and 7, the modification involves execution of theprocessings of steps S41 and S42 in place of the processings of stepsS25 and S26 shown in FIG. 7.

At step S41, an atmospheric pressure correcting transmission gear ratior is read out from a preset table in response to an atmospheric pressurePa detected. Naturally, r may otherwise be calculated from a functionh(Pa) defined for the correcting transmission gear ratio r as shown inthe drawings. At step S42, the correcting transmission gear ratio r isadded to the target transmission gear ratio R read out at step S24. Ifthe correcting transmission gear ratio R is determined in response tothe atmospheric pressure Pa in this manner, then more accurate controlof the non-stage transmission can be attained than through the controlshown in FIG. 7.

FIG. 10 is a functional block diagram of the modification to the firstembodiment of the present invention and a view similar to FIG. 8. InFIG. 10, like reference numerals to those of FIG. 8 denote like orequivalent portions.

Referring to FIG. 10, a predetermined value r storage means 308 hasstored therein predetermined values (atmospheric pressure correctingtransmission gear ratios) r which are to be added to a transmission gearratio in response to an atmospheric pressure Pa. If an atmosphericpressure Pa is detected by a Pa sensor 205, then a predetermined value rcorresponding to the atmospheric pressure Pa is delivered from thepredetermined value r storage means 308 to the adding means 305.

It should be noted that, while in the present example a transmissiongear ratio R which is determined in response to an engine speed Ne, andintake pipe internal negative pressure Pb or the like is read out and acorrecting transmission gear ratio r which is determined in response toan atmospheric pressure Pa is added to the transmission gear ratio R,where the control device for the non-stage transmission controls so asto make the actual engine speed Ne coincide with a target engine speedRne determined in response to a load to the engine (for example, athrottle opening Θth), a similar effect will be attained if anatmospheric pressure correcting engine speed ne which is determined inresponse to an atmospheric pressure Pa is added to the target enginespeed Rne so that the target engine speed Rne may be raised where theatmospheric pressure is low.

FIGS. 11 and 12 are flow charts illustrating the operation of a secondembodiment of the present invention. Ne interrupt control is illustratedin FIG. 11 while fixed time interrupt control is illustrated in FIG. 12.As mentioned above, in FIGS. 11 and 12, like reference numerals to thoseof other figures denote like or equivalent features.

Steps S1 to S3 are similar to steps S1 to S3 shown in FIG. 6.Subsequently, at step S51, an engine speed Ne+1 which was detected inthe same process in the preceding control cycle is subtracted from theengine speed Ne detected in the process in the present control cycle,and a difference thus obtained is set to δNe. The δNe represents a ratioof increase of the engine speed Ne. (By the way, an upper case delta "Δ"and a lower case delta "δ" are used interchangeably throughout thedrawings and specification; no significance is to be attached to anyperceived difference between an upper case delta "Δ" and a lower casedelta "δ".)

At step S52, it is determined whether or not the ratio δNe of increaseis equal to or higher than a predetermined ratio δNeo of increase. Incase the ratio δNe of increase is equal to or higher than thepredetermined ratio δNeo of increase, a flag F is set to 1 at step S53.However, in case the ratio Ne of increase is lower than thepredetermined ratio δNeo of increase, the flag F is set to 0 at stepS54.

At step S55, it is determined whether or not the flag F is equal to 1.If the flag F is equal to 1, the process advances to step S57 by way ofstep S56, but if the flag F is equal to 0, then the process advancesdirectly to step S57.

At step S56, a predetermined value (fixed value) To is added to theenergization time Tout of an injector which is to be sent to a downcounter 202 (FIG. 5).

At step S57, the engine speed Ne is set to Ne+1. Then, as shown in FIG.11, the process advances to step S4, and steps following the step S4,wherein a count value G of a stage counter for designating which one ofthe injectors is to be energized is set, and then the injectordesignated by the count value G is energized for the energization timeTout set at step S3 or S56. Steps S4 through S16 have been discussedabove.

In the fixed time interrupt control of FIG. 12, an intake pipe internalnegative pressure Pb is read in at step S21. Then, at step S22, athrottle opening Θth is read in. At step S61, a throttle opening Θth+1which was detected in the same process in the preceding control cycle issubtracted from the throttle opening Θth detected in the process in thepresent control cycle, and a difference thus obtained is set to δΘth.The δΘth represents a ratio of increase of the throttle opening Θth.

At step S62, it is judged whether or not the ratio δΘth of increase isequal to or greater than a predetermined ratio δΘtho of increase. Incase the ratio δΘth of increase is equal to or higher than thepredetermined ratio δΘtho of increase, the flag F is set to 1 at stepS63, whereafter the process advances to step S24. However, if the ratioδΘth of increase is lower than the predetermined ratio δΘtho ofincrease, then the process advances directly to step S24.

At step S24, a target transmission gear ratio R is retrieved from a mapwherein the engine speed Ne and the intake pipe internal negativepressure Pb are employed as variables.

At step S64, it is determined whether or not the flag F is equal to 1.In case the flag F is equal to 1, a predetermined value (fixed value) Rois added to the target transmission gear ratio R at step S65, then theprocess advances to step S66. However, if the flag F is equal to 0, thenthe process advances directly to step S66.

At step S66, the throttle opening Θth is set to Θth+1. Then, as shown inFIG. 12, the process advances to step S27 and steps following step S27,wherein feedback control of an actual transmission gear ratio Θr isexecuted in a manner similar to that discussed with relation to FIG. 7.

In this manner, in the present embodiment, either when the throttlevalve Θth is opened suddenly or when the engine speed Ne is raisedsuddenly, the energization time of an injector is set to a value higherthan that upon low speed running, and the transmission gear ratio of thenon-stage transmission is set to a value higher than that upon low speedrunning. As a result, when the engine speed Ne is raised suddenly orwhen the throttle valve Θth is opened suddenly, the accelerationperformance of the vehicle is improved.

It should be noted that while it is described above that, in case theratio δΘth of increase of the throttle opening Θth is lower than thepredetermined ratio δΘtho of increase at step S62 of FIG. 12, theprocess advances directly to step S24 without setting the flag to 0,this is because the ratio δNe of increase of the engine speed Ne maysometimes be greater than the predetermined ratio δNeo of increase evenif the ratio δΘth of increase of the throttle opening becomes lower thanthe predetermined ratio δΘtho of increase. In short, as long as theratio δNeo of increase of the engine speed remains equal to or higherthan the predetermined ratio δNe of increase, the flag remains set to 1,and as a result, addition of the predetermined value Ro to thetransmission gear ratio R will be executed.

FIG. 13 is a functional block diagram of the second embodiment of thepresent invention. In FIG. 13, like reference numerals to those of FIGS.8 and 10 denote like or equivalent portions.

Referring to FIG. 13, a δΘth selecting means 401 detects, using athrottle opening Θth delivered from the Θth sensor 207, a ratio δΘth ofincrease of the throttle opening Θth. The ratio δΘth of increase isreceived by a comparison means 403 together with a predetermined ratioδΘtho of increase stored in a δΘtho storage means 402. The comparisonmeans 403 delivers a signal to one of a pair of input portions of an ORgate 407 when the ratio δΘth of increase of the throttle opening Θth isequal to or greater than the predetermined ratio δΘtho of increase.

A δNe detecting means 404 detects, using an engine speed Ne deliveredfrom the Ne sensor 204, a ratio δNe of increase of the engine speed Ne.Such ratio δNe of increase is received by another comparison means 406together with a predetermined ratio δNeo of increase stored in a δNeostorage means 405. The comparison means 406 delivers, when the ratio δNeof increase of the engine speed Ne is equal to or greater than thepredetermined ratio δNeo of increase, a signal to the other inputportion of the OR gate 407.

A switching means 307 is disposed between an adding means 305 and apredetermined value Ro storage means 408. When a signal is deliveredfrom the OR gate 407, the switching means 307 interconnects thepredetermined value Ro storage means 408 and the adding means 305.Consequently, the adding means 305 adds a transmission gear ratio R readout from the transmission gear ratio R storage means 304 and apredetermined value Ro stored in the predetermined value Ro storagemeans 408, and the thus added value is delivered to a feedbackcontrolling means 306.

Each of output signals of the comparison means 406 and 403 is used as afuel increasing signal for acceleration. In particular, although notshown, when a signal is delivered from the comparison means 406 or 403,a predetermined time To is read out from a storage means in which suchpredetermined value To is stored, and the predetermined time To is addedto the energization time Tout. As a result, the amount of fuel to beinjected from an injector is increased. Thus, in the present embodiment,when fuel flow is increased for acceleration, modification to a targetengine speed is executed.

In the present embodiment, when either the engine speed Ne or thethrottle opening Θth is increased suddenly, a predetermined value Ro isadded to a target transmission gear ratio R read out from thetransmission gear ratio R storage means 304. Naturally, however, amodification is possible such that a predetermined value Ro is added toa transmission gear ratio R only when one of the engine speed Ne or thethrottle opening Θth is increased suddenly. Also, while thepredetermined value Ro to be added to a transmission gear ratio R is afixed value, it may also be a value which varies in accordance with δΘthor δNe.

A similar effect to that described can be obtained if the non-stagetransmission is controlled to bring a target engine speed Rne determinedby an engine load (for example, a throttle opening Θth) and an actualengine speed Ne into coincidence and, when either or both of the enginespeed Ne and the throttle opening Θth is increased suddenly, apredetermined value Rone is added to the target engine speed Rne.

FIGS. 14 and 15 are flow charts illustrating the operation of a thirdembodiment of the present invention. Ne interrupt control is illustratedin FIG. 14 while fixed time interrupt control is illustrated in FIG. 15.In FIGS. 14 and 15, as discussed above, like reference numerals to thoseof other figures generally denote like or equivalent portions.

The third embodiment is applied to a vehicle which is provided with aplurality of running mode change-over switches 208 for designating arunning mode of the vehicle, as described above with reference to FIG.5. Control of the transmission gear ratio is changed in response toon/off states of the switches 208. The following description proceeds onthe assumption that the vehicle is provided with three kinds of runningmode designating switches, including a "sport running switch SW1," a"standard running switch SW2," and a "fuel cost save running switchSW3." Further, the three kinds of switches may be installed such thatany one of them normally assumes an on-state.

Turning to FIG. 14, a detected time T representing a time between thedetection of adjacent ones of a plurality of pawls provided in anequidistantly spaced relationship on a crankshaft of the vehicle is readin at step S1. At step S2, a reciprocal of the time T is set to be theengine speed Ne.

At step S71, it is determined whether or not the "sport running switchSW1" is in an on-state, that is, whether or not the running modechange-over switches 208 of FIG. 5 apply a battery voltage Vbat to aterminal sw1 of the microcomputer 201. If the switch SW1 is on, then anenergization time Tout of an injector (any one of the first to fourthinjectors 231 to 234) is retrieved, at step S73, from a firstenergization time map wherein the engine speed Ne and the throttleopening Θth are employed as variables (a map which is defined, forexample, by a function f1(Ne, Θth)).

If the "sport running switch SW1" is not on, then it is determined atstep S72 whether or not the "standard running switch SW2" is on. If theswitch SW2 is on, then an energization time Tout is retrieved, at stepS74, from a second energization time map wherein the engine speed Ne andthe throttle opening Θth are employed as variables (a map which isdefined, for example, by a function f2(Ne, Θth)).

If at step S7 it is determined that the "standard running switch SW2" isnot on, then the "fuel cost save running switch SW3" is on. If switchSW3 is on, then an energization time Tout is retrieved, at step S75,from a third energization time map wherein the engine speed Ne and thethrottle opening Θth are employed as variables (a map which is defined,for example, by a function f3(Ne, Θth)).

Each energization time Tout stored in the first energization time mapcorresponding to a particular set of variables Ne, Θth is set to belonger than the corresponding time Tout stored in the secondenergization time map, and each energization time Tout stored in thesecond energization time map corresponding to a particular set ofvariables Ne, Θth is set to be longer than the corresponding time Toutstored in the third energization time map. Accordingly, if the "sportrunning switch SW1" is set in an on-state, then the accelerationperformance is improved, but if the "fuel cost save running switch SW3"is set in an on-state, then fuel cost save running is enabled. Anexample of the first to third energization time maps where they are afunction only of the engine speed Ne is shown in FIG. 16.

After completion of the processing of any one of the steps S73 to S75,the process advances to step S4 and steps following step S4, as shown inFIG. 14, wherein energization of a predetermined injector is executed.Step S4 and the steps following step S4 were discussed above.

In the fixed time interrupt control of FIG. 15, an intake pipe internalnegative pressure Pb is read in at step S21. Then, at step S22 athrottle opening Θth is read in. At step S81, a throttle opening Θth+1which was detected in the process in the preceding control cycle issubtracted from the throttle opening Θth detected in the process in thepresent control cycle, and a difference thus obtained is set to δΘth. Atstep S24, a target transmission gear ratio R is retrieved from a mapwherein the engine speed Ne and the intake pipe internal negativepressure Pb are employed as variables.

At step S82, it is determined whether or not the "sport running switchSW1" is on. If the switch SW1 is on, then a predetermined value r1 whichis to be added to the transmission gear ratio R at step S87 is read out,at step S84, from a first transmission gear ratio table wherein theratio δΘth of increase of the throttle opening Θth is employed as avariable (a table which is defined, for example, by a functiong1(δΘth)). If the "sport running switch SW1" is not on, then it isdetermined at step S83 whether or not the "standard running switch SW2"is on. If the switch SW2 is on, then a predetermined value r1 is readout, at step S85, from a second transmission gear ratio table whereinthe ratio δΘth of increase of the throttle opening Θth is employed as avariable (a table which is defined, for example, by a functiong2(δΘth)). If at step S83 it is determined that the "standard runningswitch SW2" is not on, then the "fuel cost save running switch SW3" ison. If switch SW3 is on, the predetermined value r1 is read out, at stepS86, from a third transmission gear ratio table wherein the ratio δΘthof increase of the throttle opening Θth is employed as a variable (atable which is defined, for example, by a function g3(δΘth)).

Each r1 stored in the first transmission gear ratio table describedabove corresponding to a particular value of δΘth is set to be greaterthan the corresponding r1 stored in the second transmission gear ratiotable, and each r1 stored in the second transmission gear ratio tablecorresponding to a particular value of δΘth is set to be greater thanthe corresponding r1 stored in the third transmission gear ratio table.An example of the first to third transmission gear ratio tables is shownin FIG. 17.

After completion of the process of any one of the steps S84 to S86, thepredetermined value r1 is added to the transmission gear ratio R at stepS87. At step S88, the throttle opening Θth is set to Θth+1. Then, theprocess advances to step S27 and steps following step S27, wherein thetransmission gear ratio of the non-stage transmission is feedbackcontrolled so that the actual transmission gear ratio Θr of thenon-stage transmission may become equal to the target transmission gearratio R, as discussed above.

In this manner, in the present embodiment, if the "sport running switchSW1" is set on, then the acceleration performance is improved, but ifthe "fuel cost save running switch SW3" is set on, then fuel costsavings running is enabled.

FIG. 18 is a functional block diagram of the third embodiment of thepresent invention. In FIG. 18, like reference numerals to those of FIGS.8, 10, or 13 denote like or equivalent portions, as discussed above.

Referring to FIG. 18, the running mode change-over switches 208consisting of the sport running switch SW1, standard running switch SW2and fuel cost save running switch SW3 are connected to first to thirdtransmission gear ratio tables 504 to 506, respectively. Values r1 to beadded to a transmission gear ratio R in accordance with a ratio δΘth ofincrease of the throttle opening as shown in FIG. 17 are stored in thefirst to third transmission gear ratio tables 504 to 506.

If one of the switches SW1 to SW3 is selected (i.e., turned on), an r1corresponding to a ratio δΘth of increase of a throttle opening Θthdetected by the δΘth detecting means 401 is read out from the one of thetables 504 to 506 corresponding to the selected switch. The r1 isdelivered to the adding means 305 and added to a transmission gear ratioR read out from the transmission gear ratio R storage means 304.

While, in the present embodiment, the running mode change-over switches208 are provided for the designation of the three running modes,naturally the running mode change-over switches 208 may otherwise beprovided for a designation of two kinds, or four or more kinds, ofrunning modes.

FIG. 1 is a functional block diagram illustrating an example of thebasic construction of the present invention. Referring to FIG. 1, anengine output power forecasting means 601 is a means for forecasting acondition of an output power of an engine of the vehicle, andcorresponds, with regard to the individual embodiments described above,to the Pa sensor 205 for forecasting a decrease of the output power ofthe engine, to the δΘth detecting means 401 for forecasting accelerationrunning, to the δNe detecting means 404, or else to the running modedesignating switches 501 to 503 for setting a running condition of thevehicle. If a condition of the output power of the engine is forecast bythe engine output power forecasting means 601, then a predeterminedtransmission gear ratio addition amount is read out from a transmissiongear ratio addition amount storage means 602 in response to the forecastcondition, and the predetermined transmission gear ratio addition amountis transmitted to an adding means 305. Such a transmission gear ratioaddition amount read out from the transmission gear ratio additionamount storage means 602 may be either a fixed value or a value which isdetermined in accordance with a condition of the output power of theengine.

As is apparent from the individual embodiments described above, apredetermined value is added to a transmission gear ratio R when thereis the necessity of increasing the output power of the engine.Accordingly, in such a case, the energization time of an injector may bemodified by an amount corresponding to a predetermined value to be addedto a transmission gear ratio R after calculation of the value. In thisinstance, the modification to the energization time of an injector neednot be made using various parameters of the vehicle, and accordingly,the load to the calculating device for controlling the vehicle ismoderated.

Furthermore, while in the individual embodiments described above acorrection amount corresponding to a forecast running condition isdescribed as being added to a target transmission gear ratio R read outin response to an engine speed Ne, an intake pipe internal negativepressure Pb, a throttle opening Θth or the like to find out a targettransmission gear ratio which is to be used in feedback control of thenon-stage transmission, naturally a correction value set in response toa forecast running condition may otherwise be accumulated, for example,on a target transmission gear ratio R.

The non-stage transmission may be feedback controlled so that a targetengine speed Rne which is determined in accordance with an engine load(for example, a throttle opening Θth) and an actual engine speed Ne maycoincide with each other, in which control a correction amountcorresponding to a forecast running condition is added to or accumulatedon the target engine speed Rne.

Instead of the addition or the accumulation of a correction value, atarget transmission gear ratio for actual feedback control may bedetermined directly from a detection map of the target transmission gearratio R, which detection map is produced in advance employing a forecastrunning condition as a variable. Parameters such as the engine speed Ne,intake pipe internal negative pressure Pb, throttle opening Θth and soforth, may be used as additional variables.

Further, while the preferred embodiments of the present invention weredescribed as being applied to a non-stage transmission which is composedof cam plate type fixed delivery hydraulic pump and a cam plate typevariable delivery hydraulic motor, the present invention is notparticularly limited to this and may naturally be applied to a non-stagetransmission which is composed of two pulleys the width of grooves ofwhich is adjusted by a hydraulic pressure and an endless belt stretchedbetween and around the pulleys (as described below), or to such atoroidal non-stage transmission as is disclosed in the official gazetteof Japanese Patent Laid-Open No. 62-273189, or the like.

It should be noted that, in the case of a non-stage transmission whichis composed of two pulleys the width of grooves of which is adjusted bya hydraulic pressure and an endless belt stretched between and aroundthe pulleys, a spool valve is moved to adjust the hydraulic force in anoil passage connected to each of the pulleys thereby to make anadjustment of the width of the groove of each pulley, and even if aposition of each spool valve is detected, an actual transmission gearratio cannot be found out accurately. Accordingly, in this instance, arotational speed of the driving pulley and a rotational speed of thedriven pulley may actually be measured so that a ratio between them maybe adopted as an actual transmission gear ratio.

As apparent from the foregoing description, according to the presentinvention, the following effects can be attained.

Since a non-stage transmission is controlled in accordance with aforecast running condition before an actual running condition of avehicle is detected, control of the vehicle can promptly respond inaccordance with a will of a driver. In short, a delay in response incontrol of the transmission gear ratio of the non-stage transmission iseliminated, and much time is not required until the vehicle is broughtinto a running condition intended by the driver. As a result, thedriving performance of the vehicle is improved.

Since the forecasting of a running condition is effected by detecting acondition wherein the output power of the engine is decreasednecessarily, a possible deterioration of the running performance becauseof such decrease of the output power of the engine can be prevented.Since the condition wherein the output power of the engine is decreasednecessarily is detected by detecting an atmospheric pressure, theforecasting of a decrease in the output power of the engine can beeffected readily, and an additional sensor is not required. As a result,the construction of the vehicle can also be simplified.

Furthermore, since the forecasting of a running condition is made bydetecting an increasing amount of fuel for acceleration, theacceleration response of the vehicle can be improved. Since a detectionof an increasing amount of fuel for acceleration is achieved using atleast one of a ratio of increase of the throttle opening and a ratio ofincrease of the engine speed, a detection of an increasing flow of fuelfor acceleration can be achieved readily, and an additional sensor isnot required. As a result, the construction of the vehicle issimplified.

In addition, since a running condition of the vehicle is forecast inresponse to a condition of a running mode setting switch, running of thevehicle can be made appropriately in accordance with the will of adriver.

An alternate construction of a non-stage transmission will now bedescribed with reference to FIG. 21.

Referring to FIG. 21, the non-stage transmission 241 is constructed in acasing 242, and an endless belt 247 extends between and around a drivingpulley 244 provided on a driving shaft 243 on the upper side in thefigure and a driven pulley 246 provided on a driven shaft 245 on thelower side in the figure.

The driving pulley 244 is divided into two elements including a fixedside pulley half 244a integral with the driving shaft 243 and a movableside pulley half 244b separate from the driving shaft 243, and themovable side pulley half 244b is mounted for movement in the directionsof arrow marks A and B in accordance with a pressure of oil suppliedinto a pressure chamber 249 on the rear side of the movable side pulley244b while being prevented from rotation relative to the driving shaft243. Accordingly, the width of a groove of the driving pulley 244 isadjusted by controlling the pressure of oil supplied into the pressurechamber 249. An introducing passage of such oil pressure is formed by aninlet port 242a formed in the casing 242, and the hollow inside and aperforation 243a of the driving shaft 243 so that an oil pressure may beintroduced from the outside into the inside of the casing 242 whetherthe driving shaft 243 is rotating or not.

Meanwhile, the driven pulley 246 is divided into two elements includinga fixed side pulley half 246a integral with the driven shaft 245 and amovable side pulley half 246b separate from the driven shaft 245, andthe movable side pulley half 246b is mounted for movement in thedirections indicated by the arrow marks A and B in accordance with apressure of oil supplied into a pressure chamber 250 on the rear side ofthe movable side pulley half 246b while being prevented from rotationrelative to the driven shaft 245. Accordingly, the width of a groove ofthe driven pulley 246 can be adjusted by controlling the pressure of oilsupplied into the pressure chamber 250. An introducing passage of suchoil pressure is formed by an inlet port 242b formed in the casing 242and a feed pipe 251 in the hollow inside of and a perforation 245a inthe driven shaft 245 so that an oil pressure may be introduced from theoutside into the inside of the casing 242 whether the driven shaft 245is rotating or not.

Meanwhile, a rotary member 253 to which a gear wheel 252 is attached isfitted for rotation on the left-hand side of the driving shaft 243, andthe gear 252 is held in meshing engagement with a gear wheel 255 mountedon a crankshaft 254 of the engine. A clutch 256 is constructed betweenthe rotary member 253 and the driving shaft 243. The clutch 256 includesa friction plate 258 on the side of a clutch inner member 257 providedon the rotary member 253 and another friction plate 260 on the side of aclutch outer member 259 provided on the driving shaft 243. The frictionplates 258 and 260 are disposed in an opposing relationship to eachother. Thus, as pressure oil is introduced into a pressure chamber 261provided on the driving shaft 243 side, a clutch piston 262 in thepressure chamber 261 is moved in the direction of the arrow mark A tocontact the friction plates 258 and 260 strongly with each other.Naturally, when oil of a high pressure is introduced into the pressurechamber 261 to contact the friction plates 258 and 260 strongly witheach other, the clutch 256 is engaged so that the turning force of theengine is transmitted from the rotary member 253 to the driving shaft243. An introducing passage of pressure oil into the pressure chamber261 is formed from an inlet port 242c formed in the casing 242, a feedpipe 263 in the hollow inside of the driving shaft 243 and a perforation243b formed in the driving shaft 243, and a pressure oil flow passage264, so that pressure oil may be introduced from the outside of thecasing 242 into the inside of the pressure chamber 261 whether thedriving shaft 243 is rotating or not.

Further, an oil supply passage to the endless belt 247 is formed in thedriven shaft 245. In particular, pressure oil from an inlet port 242dformed in the casing 242 is introduced into a flow passage 245b in thedriven shaft 245 and then discharged from a perforation 245c extendingin a diametrical direction of the driven shaft 245 to the endless belt247 side by a centrifugal force.

In this manner, several associated mechanisms are provided in the casing242 together with the non-stage transmission 241.

An example of construction of a fourth embodiment of the presentinvention wherein the non-stage transmission 241 is an object forcontrol will be described below. The controlling device includes amechanical section and an electrical section. Thus, at first, themechanical section will be described with reference to FIG. 21.

In FIG. 21, reference numeral 271 denotes a pump as a pressure oilsupply source, 272 a tank, and 273 a low/high pressure setting section(pressure oil supplying section), and the low/high pressure settingsection 273 admits pressure oil from the pump 271, changes two oilpressures including a high pressure and a low pressure while maintaininga fixed difference between them, and supplies the pressure oil of thehigh and low pressures to a change-over valve 291 which will bedescribed below. The low/high pressure setting section 273 includes acylinder 275 the inside of which is divided into two parts by a pressuredifference regulator piston (hereafter referred to as "first piston")274, and the left-hand side part in the cylinder 275 serves as a highpressure chamber while the right-hand side part serves as a low pressurechamber. The first piston 274 is urged leftwardly toward the highpressure chamber side by a pressure difference regulator spring(hereafter referred to as "first spring") 276, and the left-hand end ofthe high pressure chamber is closed by a casing while the right-hand endof the low pressure chamber is closed by a movable sleeve 277 and aratio interlocking regulator piston 278. In such a combination asdescribed above, as pressure oil from the pump 271 is introduced intothe high pressure chamber, the pressure oil causes the first piston 274to slide rightwardly against the first spring 276 and is thus introducedinto the rightward low pressure chamber through a flow passage 279 whichis communicated with the low pressure chamber by such sliding movementof the first piston 274. Accordingly, the pressure of oil supplied fromwithin the high pressure chamber through a high pressure line 280 ishigher by an amount corresponding to the urging force of the firstspring 276 than the pressure of oil supplied from within the lowpressure chamber through a low pressure line 281. In short, oil ofpressures including a high pressure and a low pressure which have afixed difference in pressure will be supplied.

Further, the movable sleeve 277 and the ratio interlocking regulatorpiston 278 which close up the low pressure chamber in the cylinder 275can adjust the pressure of oil in the low pressure chamber. Inparticular, the movable sleeve 277 is fitted on the outer side of thecylinder 275 for sliding movement in the leftward and rightwarddirections, and the ratio interlocking regulator piston (hereafterreferred to as the "second piston") 278 is fitted on the inner side ofthe movable sleeve 277 for sliding movement in the leftward andrightward directions. Further, the second piston 278 is urged leftwardlyby a ratio interlocking regulator spring (hereafter referred to as the"second spring") 282. When the pressure of oil in the low pressurechamber becomes higher than a predetermined level, the oil pressurecauses the second piston 278 to slidably move rightwardly against thesecond spring 282, and the pressure oil is thus relieved into the tank272 through a perforation 277a in the movable sleeve 277 which is openedby such sliding movement of the second piston 278. Accordingly, thepressure of oil in the low pressure chamber coincides with the urgingforce of the second spring 282 when the perforation 277a is open. Sincethe position of the perforation 277a can be adjusted by slidably movingthe movable sleeve 277, the pressure of oil in the low pressure chambercan be adjusted in accordance with the position of the perforation 277a.

Thus, the low/high pressure setting section 273 changes two oilpressures of a high pressure and a low pressure in accordance with thesliding position of the movable sleeve 277 while maintaining thedifference between the high and low pressures fixed and supplies the oilof the high and low pressures to the change-over valve 291.

The movable sleeve 277 is connected to the movable side pulley half 244bof the driving pulley 244 of the non-stage transmission 241 describedabove. Accordingly, the two oil pressures of a high pressure and a lowpressure will vary in response to movement of the movable side pulleyhalf 244b while maintaining a predetermined difference in pressure. Inparticular, when the movable side pulley half 244b is moved in thedirection of the arrow mark A to reduce the width of the groove of thedriving pulley 244, that is, when the diameter of a portion of thedriving pulley 244 with which the endless belt 247 is engaged isincreased to increase the transmission gear ratio, the movable sleeve277 is moved in the direction of the arrow mark A so that the two highand low oil pressures are lowered while maintaining the fixed pressuredifference between them. Contrarily, when the movable side pulley half244b is moved in the direction of the arrow mark B so that the width ofthe groove of the driving pulley 244 is increased, that is, when thediameter of a portion of the driving pulley 244 with which the endlessbelt 247 is engaged is decreased so that the transmission gear ratio isdecreased, the movable sleeve 277 is moved in the direction of the arrowmark B so that the two high and low oil pressures are increased whilemaintaining the fixed pressure difference between them. Such arelationship is illustrated in FIG. 22. It should be noted thatreference numeral 284 in FIG. 21 denotes an orifice provided in the lowpressure line 281, and the orifice 284 restricts a flow rate of pressureoil.

The change-over valve 291 to which pressure oil from the low/highpressure setting section 273 having such a construction as describedabove is supplied is constructed in the following manner. Thechange-over 291 makes a changing over operation by slidably moving aspool 293 in the leftward or rightward direction within a cylinder 292.The cylinder 292 has provided therein a pair of inlet ports 292a and292b which are connected to the high and low pressure lines 280 and 281,respectively, from the low/high pressure setting section 273 and a pairof outlet ports 292c and 292d which are connected to the inlet ports242a and 242b of the casing 242 of the non-stage transmission 241described above. The spool 293 has first, second and third ring grooves293a, 293b and 293c formed on an outer periphery thereof and has an oilpassage 293d formed in axial portion thereof. The first and third ringgrooves 293a and 293c are communicated with the oil passage 293d by wayof a pair of perforations 293e and 293f, respectively. An end of a link295 is connected to the right-hand end of the spool 293 by way of a rod294, and the spool 293 is slidably moved in the leftward or rightwarddirection by pivoting the other end of the link 295 in the directionindicated by an arrow mark by a stepping motor 371.

The change-over valve 291 can be changed over among three positions byslidably moving the spool 293 leftwardly or rightwardly from a neutralposition as shown in the figure. In particular, when the change-overvalve 291 is in its neutral position as shown in the figure, a series offlow passages communicating from the inlet port 292a of the highpressure line 280 to the first ring groove 293a and outlet port 292c areformed while another series of flow passages communicating from thefirst ring groove 293a to the perforation 293e, oil passage 293d,perforation 293f, third ring groove 293c and outlet port 292d areformed. Accordingly, when the change-over valve 291 is in its neutralposition, a high pressure from the high pressure line 280 is supplied toboth of the inlet port 242a on the driving pulley 244 side and the inletport 242b for the driven pulley 246. Further, when the spool 293 isslidably moved in the rightward direction, a flow passage communicatingfrom the inlet port 292a of the high pressure line 280 to the outletport 292c by way of the first ring groove 293a is formed while anotherflow passage communicating from the inlet port 292b of the low pressureline 281 to the outlet port 292d by way of the second ring groove 293bis formed. Accordingly, when the spool 293 is in the rightwardly slidposition, a high pressure from the high pressure line 280 is supplied tothe inlet port 242a on the driving pulley 244 side while a low pressurefrom the low pressure line 281 is supplied to the inlet port 242b forthe driven pulley 246. Contrarily, when the spool 293 is slidably movedleftwardly, a flow passage communicating from the inlet port 292a of thehigh pressure line 280 to the outlet port 292d by way of the first ringgroove 293a, perforation 293e, oil passage 293d, perforation 293f andthird ring groove 293c is formed while another flow passagecommunicating from the inlet port 292b of the low pressure line 281 tothe outlet port 292c by way of the second ring groove 293b is formed.Accordingly, when the spool 293 is in the leftwardly slid position, alow pressure from the low pressure line 281 is supplied to the inletport 242a on the driving pulley 244 side while a high pressure from thehigh pressure line 280 is supplied to the inlet port 242b of the drivenpulley 246.

A relationship between these three change-over positions of thechange-over valve 291 and sliding movement of the spool 243 isillustrated in FIG. 23.

A clutch change-over valve 361 is connected between the pump 271 and theinlet port 242c for introducing pressure oil into the clutch 256described above. The clutch change-over valve 361 includes a piston 363on the lower side in FIG. 21 and another piston 364 on the upper side inthe same figure both provided in a casing 362, and the piston 363 isurged upwardly by a spring 364e while the other piston 364 is urgedupwardly by another spring 365. The top end of the upper side piston 364extends outwardly of the casing 362 so that the upper side piston 364may be moved downwardly by pivotal motion of an arm 366 which isinterlocked with a clutch lever (not shown). In a condition shown in thefigure, the pistons 363 and 364 are positioned at limit positions in theupward direction, and the pistons 363 and 364 are positioned in avertically spaced relationship by a predetermined distance.

In the condition shown in the figure, the clutch 256 is engaged. Inparticular, pressure oil supplied from the pump 271 by way of an inletport 362a is introduced into the inlet port 242c of the clutch 256successively passing through an opening 363a of the lower side piston363, an oil passage 364a in the upper side piston 364, an opening 364bof the piston 364 and an outlet port 362b, and consequently, thefriction plates 258 and 260 are contacted strongly with each other toengage the clutch 256. Contrarily, when the clutch 256 is to bedisengaged, the clutch lever will be operated to pivot the arm 366downwardly. In particular, the upper side piston 364 is moved downwardlyby such pivotal motion of the arm 366 so that the opening 364b of thepiston 364 is displaced from the opposing position to the outlet port362b to interrupt supply of pressure oil to the clutch 256. Then, an oilrelief hole 364c formed in the piston 364 comes into an opposingrelationship to the outlet port 362b and, consequently, pressure oil inthe clutch 256 is removed to disengage the clutch 256. When the clutch256 is to be engaged again, the operation of the clutch lever should becanceled to restore the condition shown in the figure.

It should be noted that the clutch change-over valve 361 in the presentexample is constructed such that it may maintain the pressure of oil tobe introduced into the clutch 256 at a predetermined pressure. Inparticular, in case the pressure of oil to be introduced from the pump271 is excessively high, the pressure within the oil passage 363b of thelower side piston 363 is increased to move the piston 363 downwardlyagainst the spring 364. Consequently, the opening 363a of the piston 363is displaced out of the opposing position to the inlet port 362a toautomatically control introduction of pressure oil. It should be notedthat reference numeral 367 in FIG. 21 denotes a orifice provided in apressure oil passage between the clutch change-over valve 361 and theclutch 256 and the orifice 367 restricts the flow rate of pressure oil.

Operation of such a mechanical section as described above will now bedescribed in summary.

The mechanical section makes an adjusting operation of the transmissiongear ratio of the non-stage transmission 241 as the spool 293 of thechange-over valve 291 is adjustably moved by the stepping motor 371. Thestepping motor 371 itself is controlled by the electric section whichwill be described below. The electric section calculates, in response toa throttle opening, an ideal engine speed from data stored in advancetherein, and then compares the ideal engine speed with an actual enginespeed to develop a driving signal for the stepping motor 371 inaccordance with a difference between the ideal and actual engine speeds.The spool 293 of the change-over valve 291 is moved in the leftward orrightward direction in response to the driving signal.

Consequently, oil pressures of a low pressure and a high pressure areselectively supplied to the driving pulley 244 side and the drivenpulley 246 side to change the transmission gear ratio of the non-stagetransmission 241. As the transmission gear ratio is changed in thismanner, the load applied to the engine is varied to adjust the enginespeed to the ideal engine speed.

Then, when the actual engine speed reaches the ideal engine speed, thespool 293 assumes the neutral position shown in the figure, and the highoil pressure is supplied to both of the driving pulley 244 side and thedriven pulley 246 side. Consequently, predetermined lateral pressuresare applied to the pulleys 244 and 246 so that the transmission gearratio of the non-stage transmission is maintained as it is. Contrarily,by operating the clutch lever to pivot the arm 366 of the clutchchange-over valve 361 upwardly or downwardly, the clutch 256 is engagedor disengaged in whichever gear position the non-stage transmission 241is set.

Further, in addition to such operation as described above, control isalso executed such that the actual transmission gear ratio may coincidewith a predetermined target transmission gear ratio, as will now bedescribed. The construction of a fourth embodiment wherein a non-stagetransmission as described above is controlled will now be described.

FIG. 24 is a block diagram showing the construction of the fourthembodiment of the present invention.

Referring to FIG. 24, an engine speed Ne sensor 204 detects a rotationalspeed of the driving pulley 244 while a car speed V sensor (hereafterreferred to as "V sensor") 531 detects a rotational speed of the drivenpulley 246. The Ne sensor 204 and the V sensor 531 as well as a throttleopening Θth sensor 207 are connected to a microcomputer 533 whichcontrols the vehicle. The microcomputer 533 has, as is well known in theart, a CPU 534, a ROM 535, a RAM 536, an input/output interface 537 anda common bus 538 which interconnects the components. The stepping motor371 for controlling the position of the spool 293 is connected to themicrocomputer 533 by way of a driving means 532.

FIGS. 25 and 26 are flow charts illustrating operation of the fourthembodiment of the present invention.

At first, referring to FIG. 25, initialization of the microcomputer 533is executed at step S1001.

At step S1002, it is determined whether or not a ratio hold flag whichwill be hereafter described with reference to FIG. 26 is in a set state.In case the flag is in a set state, the process advances to step S1003where a transmission gear ratio fixing control is executed according tothe present invention. The transmission gear ratio fixing controlinvolves control of the non-stage transmission such that thetransmission gear ratio of the non-stage transmission may coincide witha target transmission gear ratio which is set as described in FIG. 26.However, if the flag is not in a set state, the process advances to stepS1004 at which a target engine speed of the non-stage transmission isset by a known technique.

After completion of the processing at step S1003 or S1004, the steppingmotor 371 is driven so that the actual transmission gear ratio of thenon-stage transmission or the actual engine speed Ne will coincide withthe set target transmission gear ratio or the set target engine speed.Consequently, the position of the spool 293 is controlled. Then, theprocess returns to step S1002.

Operation of the process shown in FIG. 26 will now be described. Thecontrol illustrated in FIG. 26 is fixed time interrupt control and isexecuted for each predetermined interval of time by the microcomputer533 (FIG. 24).

At first at step S1011, a throttle valve opening Θthi is read in. Thesuffix i is incremented by one each time the process is completed, andafter it becomes equal to n, it is reset to 1. This similarly applies tosteps S1012 to S1014.

At step S1012, a throttle opening which was read in during the processin the preceding control cycle or several preceding control cycles issubtracted from the thus read in throttle opening Θthi to calculateδΘthi. At step S1013, an actual transmission gear ratio Ri of thevehicle is calculated. In particular, an output signal of the Ne sensor204 is divided by an output signal of the V sensor 531 to calculate anactual transmission gear ratio Ri of the non-stage transmission. At stepS1014, an actual transmission gear ratio which was calculated in theprocess in the preceding control cycle or several preceding controlcycles is subtracted from the thus calculated actual transmission gearratio Ri in order to calculate δRAi. At step S1015, the values of δΘthi,δRAi and Ri are stored into a memory which has areas for storing δΘthi,δRAi and Ri therein, as shown in FIG. 27. Here, if the suffix of eachvalue becomes equal to the predetermined number n, the locations of thesuffix equal to 1 are restored, and data are overwritten at the storagelocations.

At step S1016, it is judged whether or not n values of δΘth stored inthe memory all remain within a range of ±K (i.e., a predeterminedvalue). If any one of the absolute values of δΘth exceeds K, then theratio hold flag is reset at step S1021. After step S1021, the processcomes to an end. In case the values of δΘth stored in the memory allremain within ±K, then it is judged at step S1017 whether or not any ofn values of δRA stored in the memory is greater than a predeterminedvalue, +L. If none of the values of δRA is greater than +L, then theprocess comes to an end. If any one of the values of δRA is greater than+L, then it is judged at step S1018 whether or not any of the n valuesof δRA stored in the memory is smaller than -L. If none of the values ofδRA is smaller than -L, then the process comes to an end. If at stepS1018 it is determined that any one of the values of δRA is smaller than-L, then one of the n values of Ri stored in the memory which representsa maximum value Ri ("Rmax") is set as a target transmission gear ratioof the non-stage transmission at step S1019. Then, at step S1020, theratio hold flag is set, after which the process comes to an end.

It should be noted that either one of steps S1017 and S1018 can beomitted.

FIG. 28 is a functional block diagram of the fourth embodiment of thepresent invention. In FIG. 28, like reference numerals to those of otherfigures denote like or equivalent portions, as discussed above.

Referring to FIG. 28, the Θth sensor 207 is connected to an Net settingmeans 541 and a δΘth calculating means 548. The Net setting means 541has stored therein throttle openings Θth and target engine speeds Netwhich correspond to such Θth. The Net setting means 541 has storedtherein such a function as illustrated in FIG. 28. The δΘth calculatingmeans 548 calculates, in response to throttle openings Θth received, adeviation δΘth between them. The Net setting means 541 and the Ne sensor204 are connected to a subtracting means 542. The subtracting means 542subtracts a target engine speed Net delivered from the Net setting means541 from an actual engine speed Ne delivered from the Ne sensor 204 tocalculate a deviation δNe therebetween.

Deviations δNe of the engine speed and driving angles Θmt of thestepping motor 371 corresponding to the values of such δNe are stored ina Θmt setting means 543. When a deviation δNe of the engine speed Ne isreceived from the subtracting means 542, the Θmt setting means 543delivers a driving angle Θmt of the stepping motor 371 corresponding tothe deviation δNe to the driving means 532 by way of a switching means544. It should be noted that the Θmt setting means 543 may beconstructed so as to store therein such a function as shown in FIG. 28.As a result, the stepping motor 371 is rotated by a predetermined anglein a predetermined direction so that the spool 293 is moved in apredetermined direction. Then, the non-stage transmission is controlledso that the actual engine speed Ne may coincide with the target enginespeed Net.

A feedback controlling means which is composed of the aforementioned Nesensor 204, Θth sensor 207, Net setting means 541, subtracting means 542and Θmt setting means 543 is a conventional controlling device for anon-stage transmission for a vehicle, and with only the constructiondescribed so far, the actual engine speed will fluctuate even if Θth isfixed and the target engine speed is fixed, and accordingly, Θmt and theactual transmission gear ratio, will fluctuate. Accordingly, there isthe possibility that the vehicle may suffer from hunting with theconventional controlling means.

The switching means 544 normally interconnects the Θmt setting means 543and the driving means 532, but when a control signal is delivered from ajudging means 552 which will be described below, the switching means 544interconnects another Θmt setting means 551 and the driving means 532.

The V sensor 531 and the Ne sensor 204 are connected to a transmissiongear ratio R calculating means 545. The transmission gear ratio Rcalculating means 545 divides a rotational speed of the driving pulley244 (that is, an actual engine speed Ne) delivered from the Ne sensor204 by a rotational speed of the driven pulley 246 delivered from the Vsensor 531 to calculate an actual transmission gear ratio R of thenon-stage transmission. The transmission gear ratio R is transmitted toa δRA calculating means 547 by which a deviation δRA of the transmissiongear ratio R is calculated.

A transmission gear ratio R, δRA and a throttle opening ratio δΘth ofchange which are delivered from the transmission gear ratio Rcalculating means 545, δRA calculating means 547 and δΘth calculatingmeans 548, respectively, are stored into a storage means 546. A maximumvalue Rmax of the transmission ratios R stored in the storage means 546is transferred to and stored into a target transmission gear ratiostorage means 549. A subtracting means 550 subtracts a transmission gearratio R delivered from the transmission gear ratio R calculating means545 from a maximum transmission gear ratio Rmax stored in the targettransmission gear ratio storage means 549 to calculate δRB and deliversthe value δRB to the Θmt setting means 551. The Θmt setting means 551has stored therein values of δRB and driving angles Θmt of the steppingmotor 371 corresponding to such values of δRB. The Θmt setting means 551may otherwise be constructed so as to store therein such a function asis shown in FIG. 28.

If δRB is received from the subtracting means 550, the Θmt setting means551 delivers a driving angle Θmt of the stepping motor 371 to theswitching means 544. The judging means 552 energizes the switching means544 to switch the connection between the Θmt setting means 543 and thedriving means 532 to the connection between the Θmt setting means 551and the driving means 532 only when values of δΘth stored in the storagemeans 546 all remain within a predetermined range of ±K and any one ofthe values of δRA stored in the storage means 546 is outside apredetermined range ±L.

If the Θmt setting means 551 is connected to the driving means 532, thestepping motor 371 is rotated by a predetermined angle in apredetermined direction so that the spool 293 is moved in apredetermined direction. Thus, the non-stage transmission is controlledso that the actual transmission gear ratio of the non-stage transmissionmay coincide with a target transmission gear ratio stored in the targettransmission gear ratio storage means 549.

In this manner, in the case of the present embodiment, when the changein throttle opening Θth is small and the actual transmission gear ratioR of the non-stage transmission presents a great fluctuation, thetransmission gear ratio of the non-stage transmission is fixed to amaximum value Rmax among the values of R stored in the storage means 546(that is, the lowest transmission gear ratio).

In short, in an ordinary running condition, the non-stage transmissionis feedback controlled so that the actual engine speed may coincide witha target engine speed which is set in accordance with a throttle openingΘth, but when it is judged that the fluctuation of the actualtransmission gear ratio R of the non-stage transmission is great and thevehicle is running on a rough road, the normal feedback control of theengine speed is stopped, and now the non-stage transmission is feedbackcontrolled so that the actual transmission gear ratio may coincide witha maximum transmission gear ratio Rmax stored in the storage means 546.As a result, even when the vehicle runs on an uneven rough road, thereis no possibility that the vehicle may suffer from hunting. However,when the change in throttle opening Θth is great, that is, when thedriver is performing accelerator control, the transmission gear ratiowill not be brought into a fixed condition. Accordingly, a will of thedriver can be reflected in the operation of the vehicle.

In the fixed time interrupt control, as shown at step S1015 of FIG. 26,data in the storage means 546 (FIG. 28) are updated for each controlcycle. Accordingly, when the vehicle runs on a very uneven rough roadafter a maximum transmission gear ratio Rmax in the storage means 546has been set as a target transmission gear ratio, the value of themaximum transmission gear ratio may be further increased, and in thisinstance, the value of the target transmission gear ratio may be furtherincreased. In other words, control of the non-stage transmissionaccording to the present embodiment is such that a so-called filtermeans by which the target transmission gear ratio is always set only tothe low side is added to a conventional control system. However, thepresent invention is not particularly limited to this, and such aconstruction is also possible that, once a maximum transmission gearratio Rmax is set to a target transmission gear ratio, even if a greatertransmission gear ratio than the maximum transmission gear ratio Rmax isdetected, the greater transmission gear ratio is not adopted as a targettransmission gear ratio.

Further, while in the description in connection with FIG. 28 Θmt readout from the Θmt setting means 543 or 551 is described as delivered asread out to the driving means 532, such construction may otherwise beemployed that, for example, a sensor for detecting a position of thespool 293 or an inclination angle of the stepping motor 371 is providedand a comparison means is provided for comparing an output signal of thesensor and an output signal of the Θmt setting means 543 or 551, and anoutput of the comparison means is transmitted to the driving means 532so that the driving means 532 may be energized in response to a presentposition of the spool 293 or a present inclination angle of the steppingmotor 371.

A fifth embodiment of the present invention will now described.

FIGS. 29 and 30 are flow charts illustrating operation of the fifthembodiment of the present invention. The Ne interrupt control isillustrated in FIG. 29 while the fixed time interrupt control isillustrated in FIG. 30. Like reference numerals to those appearing inother figures, for example FIGS. 7 or 8, represent like or equivalentfeatures, as discussed above.

First, in the Ne interrupt control of FIG. 29, a detected time T is readin at first at step S1, as discussed above in relation to FIG. 6. Thenat step S102, i is incremented by one. The value i is initialized (setto 0) when an ignition switch of the vehicle is turned on. At step S103,the detected time T of the distance of between the pawls is set to Ti.At step S104, it is judged whether or not the value i is equal to orgreater than m+1. If i is equal to or greater than m+1, then the processadvances to step S105 at which i is reset to 1. However, if i is equalto or smaller than m, then the process advances to step S106. In short,T (which is detected by execution of the process) is set between T1 toTm each time the process is executed. The T1 to Tm are stored in aregister having such a construction as shown in FIG. 31. The register isprovided in the microcomputer 201 of FIG. 5.

At step S106, one of the values of Ti stored in the register which has amaximum value is set and stored as Tmax. At step S107, one of the valuesof Ti stored in the register which has a minimum value is set and storedas Tmin. At step S108, Tmin is subtracted from Tmax to calculate δT. Atstep S109, it is judged whether or not the δT is greater than apredetermined value To. If δT is greater than the predetermined valueTo, then a flag F2 is set to 1 at step S110. However, if δT is notgreater than the predetermined value To, then the flag F2 is set to 0 atstep S111. If the flag F2 is set to 1, this is a case wherein thefluctuation in detected time of the distance between the pawls is great,and in other words, this is a case wherein the fluctuation in enginespeed is great. That is, such is a case wherein the vehicle is runningon a very uneven rough road.

It should be noted that such modification may be employed wherein, whenit is judged at step S109 that δT is greater than the predeterminedvalue To, it is further judged whether or not the fluctuation of thethrottle opening Θth remains within a predetermined range, and when thefluctuation of Θth remains within such a predetermined range, theprocess proceeds to step S110.

In case it is judged that the vehicle is running on a rough road andconsequently the flag is set to 1, the transmission gear ratio R of thenon-stage transmission is fixed in the fixed time interrupt controlwhich will be hereafter described with reference to FIG. 30.

After step S110 or S111, the flow proceeds to step S2 and stepsfollowing step S2, as discussed above with respect to FIG. 6.

In the fixed time interrupt control of FIG. 30, an intake pipe internalnegative pressure Pb is read in at step S21. At step S22, a throttleopening Θth is read in. At step S133, it is judged whether or not theflag F2 described above with reference to steps S110 and S111 of FIG. 29is equal to 1. In case the flag F2 is equal to 1, the process advancesto step S27. However, if the flag F2 is equal to 0, then the processadvances to step S24.

At step S24, a target transmission gear ratio R is retrieved from a mapwherein the engine speed Ne and the intake pipe internal negativepressure Pb are used as variables. It should be noted that the targettransmission gear ratio R may otherwise be retrieved from another mapwherein the engine speed Ne and the throttle opening Θth are used asvariables or else from a table wherein any one of the engine speed Ne,intake pipe internal negative pressure Pb and throttle opening Θth isused as a variable.

After step S24, the flow proceeds to step S27. Steps S27 through S31 andthe Return step were discussed above with regard to FIG. 7.

In this manner, if it is judged in the process of FIG. 29 describedabove that the vehicle is running on a rough road and the flag F2 is setto 1, then retrieval of a target transmission gear ratio R is notexecuted in the process of FIG. 30, and the target transmission gearratio is maintained or fixed at a target transmission gear ratio R whichwas retrieved in the processing at step S24 of FIG. 30 in the precedingcontrol cycle or in any of the preceding control cycles. However, if theflag F2 is equal to 0, retrieval of a target transmission gear ratio Ris executed at step S24.

It should be noted that, while in FIG. 30 the process is shown coming toan end after completion of the processing at step S30 or S31, it may bemodified such that the process returns to step S28 after completion ofeither of such steps.

FIG. 32 is a functional block diagram of the fifth embodiment of thepresent invention. In FIG. 32, like reference numerals to those of otherfigures, such as FIGS. 5 or 8, denote like or equivalent portions, asdiscussed above.

Referring to FIG. 32, a transmission gear ratio storage means 304 hastransmission gear ratios Rt stored therein wherein at least one of theengine speed Ne, intake pipe internal negative pressure Pb and throttleopening Θth is employed as a variable, and the transmission gear ratiostorage means 304 retrieves a target transmission gear ratio Rt inresponse to data detected by at least one of the Ne sensor 204, Pbsensor 206 and Θth sensor 207 connected to the transmission gear ratiostorage means 304 and delivers the thus retrieved target transmissiongear ratio Rt to a feedback controlling means 306. Such retrieval isexecuted for each periodic interval of time of the process.

The feedback controlling means 306 compares a target transmission gearratio Rt thus received and an actual transmission gear ratio Θrdelivered from the transmission gear ratio detecting sensor 128 witheach other and feedback controls the motor 86 in accordance with aresult of such comparison. Consequently, the transmission gear ratio ofthe non-stage transmission coincides with the target transmission gearratio retrieved from the transmission gear ratio storage means 304.

After the detected time T is read in, the value T is stored into aregister 801. The register 801 can store up to m values of such Ttherein. Among the values of T stored in the register 801, a maximumvalue Tmax is stored into a Tmax storage means 802 while a minimum valueTmin is stored into a Tmin storage means 803. A subtracting means 804subtracts Tmin from Tmax to calculate δT. A comparison means 806compares the value δT with a predetermined value To stored in a Tostorage means 805 and develops a signal for stopping the retrieval of Rtfrom the transmission gear ratio storage means 304 when δT is greaterthan the predetermined value To. Consequently, the new reading operationof a target value from the transmission gear ratio storage means 304 isinhibited, and the target transmission gear ratio is fixed.

By the way, in the fourth embodiment of the present invention describedabove, an actual transmission gear ratio of the non-stage transmissionis detected, and when the fluctuation of the actual transmission gearratio is great, running on a rough road is determined to be takingplace. On the other hand, in the fifth embodiment, running on a roughroad is determined when the fluctuation of the actual engine speed isgreat. Determination of whether or not the vehicle is running on a roughroad is not specifically limited to the methods described, and suchmeans may otherwise be employed that a sensor (torque sensor) fordetecting a rotary shaft of a power transmitting system from a non-stagetransmission to a driving wheel is provided for the rotary shaft andrough road running is determined when the fluctuation of the value of anoutput signal of the sensor presents a value greater than apredetermined value. Further, while the fourth embodiment is describedas applied to a non-stage transmission which is composed of two pulleyseach having a groove the width of which is adjusted by a hydraulicpressure and an endless belt extending between and around the pulleys,the fourth embodiment may be applied to such a non-stage transmissionwhich is composed of a cam plate type fixed delivery hydraulic pump anda cam plate type variable delivery hydraulic motor as is describedabove, or to such a toroidal non-stage transmission as is disclosed inthe official gazette of Japanese Patent Laid-Open No. 62-273189, or thelike. Similarly, the fifth embodiment may also be applied such atoroidal non-stage transmission or the like as described above.

As is apparent from the foregoing description, according to the presentinvention the following effect can be attained. In particular, since thetarget transmission gear ratio of the non-stage transmission is fixedwhile the vehicle is running on a rough road, hunting will not takeplace.

Further embodiments of the present invention will now be described.

FIG. 33 shows a non-stage transmission similar to the transmission shownin FIG. 2. However, FIG. 33 shows an inclination angle controllingmechanism 80 described above which is constituted from first and secondsolenoids 322 and 324 as actuators, and a transmission gear ratiodetecting sensor (ratio sensor) 128 for detecting a tilted position of amotor cam plate 20. The first and second solenoids 322 and 324 areprovided to change the position of a spool valve (not shown) in apressure oil passage connected to the motor cam plate 20, and as thefirst or second solenoid 322 or 324 operates, the spool valve is movedso that the motor cam plate 20 is rotated in a predetermined direction.Consequently, the transmission gear ratio of the non-stage transmissionis changed. Naturally, instead of the provision of such solenoids 322and 324, a trunnion shaft which is a rotary shaft for the motor camplate 20 may be rotated using an electric motor as disclosed in theofficial gazette of Japanese Patent Laid-Open No. 62-224770.

FIG. 34 is a block diagram showing construction of the sixth embodimentof the present invention. Referring to FIG. 34, a microcomputer 1301 isprovided for controlling the transmission gear ratio of the non-stagetransmission CVT and is composed of a CPU 1302, a ROM 1303, a RAM 1304,an input/output interface 1305, and a common bus 1306 forinterconnecting such components, as is well known int he art. Anothermicrocomputer 1311 is provided for controlling ignition of the vehicleand is composed of a CPU 1312, a ROM 1313, a RAM 1314, an input/outputinterface 1315, and a common bus 1316 for interconnecting suchcomponents, as is well known in the art. A Θth sensor 207 and a vehiclevelocity sensor Se for detecting a rotational speed V of the drivenwheel Wf (FIG. 2) are connected to the input/output interface 1305 ofthe microcomputer 1301. The Ne sensor 204 is connected to theinput/output interfaces 1305 and 1315 of the microcomputers 1301 and1311.

A watch dog timer 1320 is connected to the input/output interfaces 1305and 1315 of the microcomputer 1301 and 1311. The watch dog timer 1320counts a clock disposed in the inside thereof and is constructed suchthat the count value thereof is reset by a reset signal disposed forpredetermined steps in a program which is executed by the microcomputer1301. Then, for example, if the microcomputer 1301 fails and thusdevelops no reset signal for the predetermined steps until the countvalue of the clock exceeds a predetermined count value Cs, a signalindicating a failure of the microcomputer 1301 ("fail signal") isgenerated. Furthermore, in such an instance the watch dog timer 1320energizes switching means 1337 and 1338 to connect first and secondsolenoid driving means 1321 and 1323 to a transmission gear ratio fixingcircuit 1330.

The non-stage transmission CVT is composed of the hydraulic pump P andthe hydraulic motor M as described above, and the motor cam plate 20(FIG. 33) of the hydraulic motor M is rotated by movement of a spoolvalve 1325. Such movement of the spool valve 1325 is controlled byoperation of the first or second solenoid 322 or 324 by way of apressure oil passage. The first and second solenoids 322 and 324 areconnected to the input/output interface 1305 of the microcomputer 1301by way of the first solenoid driving means 1321 and the second solenoiddriving means 1323 as well as the switching means 1337 and the switchingmeans 1338.

The transmission gear ratio of the non-stage transmission CVT isdetected by the transmission gear ratio detecting sensor 128. A voltagesignal developed from the transmission gear ratio detecting sensor 128is coupled to the + input terminal of a comparator 1331 and the - inputterminal of another comparator 1332. The - input terminal of thecomparator 1331 is connected to a reference power source 1333 having avoltage output of V1 while the + input terminal of the comparator 1332is connected to another reference power source 1334 having a voltageoutput of V2. Here, it is assumed that V1>V2. Output terminals of thecomparators 1331 and 1332 are connected to switching means 1335 and1336, respectively. The switching means 1335 and 1336 are connected tothe switching means 1338 and 1337, respectively.

The switching means 1337 and 1338 normally connect the microcomputer1301 to the first solenoid driving means 1321 and the second solenoiddriving means 1323, so that operation of the driving means 1321 and 1323is controlled by the microcomputer 1301. However, when a fail signal isdeveloped, the switching means 1337 and 1338 now connect the switchingmeans 1336 and 1335 to the first solenoid driving means 1321 and thesecond solenoid driving means 1323, respectively, so that operation ofthe driving means 1321 and 1323 is controlled by the switching means1336 and 1335, respectively. It should be noted that the comparators1331 and 1332 may be constructed so that they develop an output signalcorresponding to the input terminal thereof only when a fail signal isdelivered from the watch dog timer 1320. Further, the switching means1335 and 1336 may be omitted and the comparators 1331 and 1332 may beconnected directly to the switching means 1338 and 1337, respectively.

Ignition coils 1351, 1352, . . . connected to a battery and ignitionplugs (not shown) of the vehicle are connected to the input/outputinterface 1315 of the microcomputer 1311 by way of transistors 1341,1342, . . . serving as switching means, respectively.

The transmission gear ratio of the non-stage transmission CVT iscontrolled by the microcomputer 1301 while ignition of the vehicle iscontrolled by the microcomputer 1311, as described above. In thismanner, the transmission gear ratio control is executed for each periodof time, but the ignition control is executed each time one of theplurality of pawls provided on the crankshaft of the vehicle andconstituting the Ne sensor 204 is detected. In the followingdescription, the control which is executed in response to detection of apawl will be referred to as Ne interrupt control while the control whichis executed for each fixed period of time will be referred to as fixedtime interrupt control.

FIG. 35 is a flow chart illustrating operation of the fixed timeinterrupt control for executing transmission gear ratio control of thenon-stage transmission CVT. At step S1101, a throttle opening Θthdeveloped from the Θth sensor 207 is read in. At step S1102, a vehiclevelocity V developed from the vehicle velocity sensor Se is read in. Atstep S1103, an engine speed Ne developed from the Ne sensor 204 is readin. At step S1104, a target transmission gear ratio R corresponding tothe throttle opening Θth is set. A plurality of data for the targettransmission gear ratio R are stored corresponding to several values ofthe throttle opening Θth in the ROM 1303 in the microcomputer 1301.Thus, a target transmission gear ratio R is read out from the ROM 1303in response to a throttle opening Θth.

At step S1105, a ratio between the engine speed Ne and the vehiclevelocity V is calculated to find out an actual transmission gear ratioΘr of the non-stage transmission CVT.

At step S1106, it is judged whether or not an absolute value of adifference of the target transmission gear ratio R from the actualtransmission gear ratio Θr is greater than a predetermined deviation ε.If the absolute value (of Θth--R) is not greater than the predetermineddeviation ε, then the process comes to an end. If the absolute value (ofΘth--R) is greater than the predetermined deviation ε, then it is judgedat step S1107 whether or not the difference of the target transmissiongear ratio R from the actual transmission gear ratio Θr is positive.

If the difference of the target transmission gear ratio R from theactual transmission gear ratio Θr is positive, then the second solenoid324 (FIG. 34) is turned on at step S1108 so that the transmission gearratio may be decreased, or in other words, so that the transmission gearratio may be lowered. However, if the difference (Θth--R) is negative,then the first solenoid 322 (FIG. 34) is turned on at step S1109 so thatthe transmission gear ratio may be increased, or in other words, so thatthe transmission gear ratio may be raised.

Steps S1106 to S1109 form a routine for feedback controlling the actualtransmission gear ratio Θr so that it may coincide with the targettransmission gear ratio R.

After the processing at step S1108 or S1109, the process comes to anend.

FIG. 36 is a flow chart illustrating operation of the Ne interruptcontrol for executing ignition control of the vehicle. As describedabove, the Ne interrupt control is executed each time one of theplurality of pawls provided on the crankshaft of the vehicle is detectedduring operation of the Ne sensor 204.

In the following description, an Ne interrupt control processing strokewhich is executed each time a pawl is detected will be referred to asstage. The starting of energization of a predetermined one of theignition coils 1351, 1352, . . . , the stopping of such energization(that is, ignition), and so forth are executed for each stage.

In FIG. 36, there is shown an energization stage wherein the starting ofenergization of the ignition coil 1351, 1352, . . . is executed. Atfirst at step S1121, it is judged whether or not the present stage is anenergization stage. If the present stage is not an energization stage,then the process comes to an end. If the present stage is anenergization stage, then it is judged at step S1122 whether or not afail signal is developed from the watch dog timer 1320. If no failsignal is developed, then it is judged at step S1123 whether or not theengine speed Ne is higher than a first ignition cut rotational speedNovr1 (for example, 12,000 rpm). If the engine speed Ne is higher thanthe first ignition cut rotational speed Novr1, then the process comes toan end. If the engine speed Ne is not higher than the first ignition cutrotational speed Novr1, then energization of a predetermined one of theignition coils 1351, 1352, . . . is started at step S1125. Inparticular, an energization counter (not shown) in the microcomputer1311 starts its counting operation so that a predetermined one of thetransistors 1341, 1342, . . . (FIG. 34) is turned on. After that, theprocess comes to an end.

In case it is judged at step S1122 that a fail signal is developed, itis judged at step S1124 whether or not the engine speed Ne is higherthan a second ignition cut rotational speed Novr2 (for example, 4,000rpm). If the engine speed Ne is higher than the second ignition cutrotational speed Novr2, the process comes to an end. If the engine speedNe is not higher than the second ignition cut rotational speed Novr2,the process advances to step S1125.

The energization counter started at step S1125 is stopped at apredetermined stage so that ignition is performed.

In this manner, if no fail signal is developed from the watch dog timer1320, then the engine speed Ne of the vehicle is controlled so that itmay not exceed the first ignition cut rotational speed Novr1, but if afail signal is developed, then the engine speed Ne is controlled so thatit may not exceed the second ignition cut rotational speed Novr2(Novr1>Novr2). In short, if the microcomputer 1301 does not fail andcontrol of the non-stage transmission CVT is executed regularly, it isforecast that the engine of the vehicle will not be used continuously ina high rotation condition. Accordingly, in this instance, the enginespeed Ne is controlled so that it may not be raised to a high rotationalspeed of 12,000 rpm or so. However, in case the microcomputer 1301 failsand the transmission gear ratio of the non-stage transmission CVT is setto a great fixed value on the low side as described below, then it isforecast that the engine of the vehicle may possibly be usedcontinuously in a high rotation condition. Accordingly, in thisinstance, the engine speed Ne is controlled so that it may not exceedthe speed of 4,000 rpm or so. Consequently, overheating of the engine isprevented.

Now, referring back to FIG. 34, operation of the transmission gear ratiofixing circuit 1330 when a fail signal is developed from the watch dogtimer 1320 will be described.

At first, an actual transmission gear ratio signal (voltage signal)detected by the transmission gear ratio detecting sensor 128 is suppliedto the + input terminal of the comparator 1331. The transmission gearratio detecting sensor 128 is made such that the output voltage signalthereof increases as the transmission gear ratio of the non-stagetransmission CVT increases. Accordingly, if the voltage signalindicative of the actual transmission gear ratio signal exceeds thevoltage V1 of the reference power source 1333 which is applied to the -input terminal of the comparator 1331, then the comparator 1331energizes the switching means 1335 to render the second solenoid drivingmeans 1323 operative. As a result, the second solenoid 324 is turned on,and the non-stage transmission CVT is controlled so that thetransmission gear ratio thereof may be decreased.

The actual transmission gear ratio signal (voltage signal) detected bythe transmission gear ratio detecting sensor 128 is also supplied tothe - input terminal of the comparator 1332. Accordingly, when thevoltage signal indicative of the actual transmission gear ratio signalis lower than the voltage V2 of the reference power source 1334 which isapplied to the + input terminal of the comparator 1332, the comparator1332 energizes the switching means 1336 to render the first solenoiddriving means 1321 operative. As a result, the first solenoid 322 isturned on, and the non-stage transmission CVT is controlled so that thetransmission gear ratio thereof may be increased. In this manner, thetransmission gear ratio of the non-stage transmission CVT is controlledto a fixed value on the low side so that the output voltage signal ofthe transmission gear ratio detecting sensor 128 may be maintainedwithin a range between V2 and V1.

A timing chart of the sixth embodiment of the present invention will nowbe described.

FIG. 37 is a timing chart of principal parts of the sixth embodiment ofthe present invention. Referring to FIG. 37, the reset signal shows areset signal for resetting the count of the clock disposed in the insideof the watch dog timer 1320. Such a reset signal is disposed for each ofpredetermined steps developed in a program which is executed by themicrocomputer 1301. The fail signal is a signal which is developed fromthe watch dog timer 1320 and indicates a failure of the microcomputer1301. The pulser output is an output signal of the pulser from theplurality of pawls and the pulser which constitute the Ne sensor 204,that is, a signal which is developed from the pulser when it detects anyof the pawls.

As seen from the FIG. 37, if a reset signal is developed at eachpredetermined timing, the count value of the watch dog timer 1320 doesnot exceed the predetermined count value Cs, and no fail signal isdeveloped. Accordingly, an ignition cut signal read out from the ROM1313 of the microcomputer 1311 coincides with the first ignition cutrotational speed Novr1, and ignition of any ignition coil is controlledso that the engine speed Ne may not exceed the first ignition cutrotational speed Novr1. However, if the microcomputer 1301 should failand no reset signal is developed at a predetermined timing, the countvalue of the watch dog timer 1320 will exceed the predetermined countvalue Cs, and a fail signal will be developed. Accordingly, an ignitioncut signal read out from the ROM 1313 of the microcomputer 1311coincides with the second ignition cut rotational speed Novr2, andignition of any ignition coil is controlled so that the engine speed Nemay not exceed the second ignition cut rotational speed Novr2.

In short, immediately after, for example, the ignition cut rotationalspeed has been changed from the first ignition cut rotational speedNovr1 to the second ignition cut rotational speed Novr2, energization ofany ignition coil does not occur, as shown in FIG. 37. Thus, a misfiredcondition takes place, and the engine speed Ne is controlled so that itwill be lower than the second ignition cut rotational speed Novr2.

FIG. 38 is a functional block diagram of the sixth embodiment of thepresent invention. In FIG. 38, like reference numerals to those of otherfigures, such as FIG. 5, generally denote like or equivalent portions,as discussed above.

Referring to FIG. 38, a throttle opening detecting means 207 isconnected to a target transmission gear ratio R storage means 1404. Atarget transmission gear ratio R corresponding to a throttle opening Θthis delivered from the target transmission gear ratio R storage means1404 to a feedback controlling means 1406. A vehicle velocity detectingmeans Se and an engine speed detecting means 204 are connected to anactual transmission gear ratio Θr calculating means 1405. The actualtransmission gear ratio Θr calculating means 1405 calculates andforecasts an actual transmission gear ratio Θr of the non-stagetransmission CVT using a vehicle velocity V and an engine speed Ne anddelivers the thus calculated actual transmission gear ratio Θr to thefeedback controlling means 1406. The feedback controlling means 1406energizes and controls the first and second solenoid driving means 1321and 1323 by way of the switching means 1337 and 1338 so that the actualtransmission gear ratio Θr of the non-stage transmission CVT maysubstantially coincide with the target transmission gear ratio R. Thefunctions of the target transmission gear ratio R storage means 1404,the actual transmission gear ratio Θr calculating means 1405, and thefeedback controlling means 1406 are carried out by the microcomputer1301.

The watch dog timer 1320 watches operation of the microcomputer 1301,and if the microcomputer 1301 fails, then the watch dog timer 1320delivers a fail signal to a change-over means 1413 and to the switchingmeans 1337 and 1338. The switching means 1337 and 1338 are switched inresponse to such a fail signal so that the first or second solenoiddriving means 1321 and 1323 is controlled by the transmission gear ratiofixing circuit 1330 so that an actual transmission gear ratio Θr of thenon-stage transmission CVT developed from a transmission gear ratiodetecting means 1407 may substantially coincide with a predeterminedtransmission gear ratio.

The change-over means 1413 normally connects a first ignition cutrotational speed storage means 1411 to a comparison means 1414, but whena fail signal is received, the change-over means 1413 connects a secondignition cut rotational speed storage means 1412 to the comparison means1414. The comparison means 1414 compares the first ignition cutrotational speed Novr1 or the second ignition cut rotational speed Novr2developed from the first or second ignition cut rotational speed storagemeans 1411 or 1412 with the engine speed Ne developed from the enginespeed detecting means 204. When the engine speed Ne is lower than thefirst ignition cut rotational speed Novr1 or the second ignition cutrotational speed Novr2, the comparison means 1414 energizes an ignitionmeans 1415 to effect ignition by means of an ignition plug 1416 at apredetermined timing.

However, if the engine speed Ne is higher than the first ignition cutrotational speed Novr1 or the second ignition cut rotational speedNovr2, the comparison means 1414 will not energize the ignition means1415.

As a result, if the microcomputer 1301 is functioning regularly, thatis, if the transmission gear ratio control of the non-stage transmissionCVT is being executed regularly, then the engine speed Ne is controlledso that it may not exceed the first ignition cut rotational speed Novr1.However, if microcomputer 1301 or the like fails, then the transmissiongear ratio of the non-stage transmission CVT is set to a predeterminedfixed transmission gear ratio, and the engine speed Ne is controlled sothat it may not exceed the second ignition cut rotational speed Novr2.

While in the foregoing description such control so as to restrict theengine speed Ne to a value which does not exceed the first ignition cutrotational speed Novr1 or the second ignition cut rotational speed Novr2is accomplished by stopping an ignition spark, the present invention isnot particularly limited to only such control. Control of the enginespeed can also be effected by cutting fuel to be supplied from aninjector or a carburetor to the engine or by preventing a throttle valvefrom being opened beyond a predetermined opening.

In the foregoing description, when the transmission gear ratio controlof the non-stage transmission CVT is executed normally, the engine speedNe is controlled so that it may not exceed the first ignition cutrotational speed Novr1. As a result, deterioration in engine toughness,overheating and so forth which may arise from instantaneousover-rotation of the engine can be prevented. However, the presentinvention is not particularly limited to this. In particular, such meansmay otherwise be employed that, when transmission gear ratio control ofthe non-stage transmission is executed normally, no upper limit for theengine speed Ne is set, and only when such transmission gear ratiocontrol cannot be executed normally is an ignition cut rotational speed(second ignition cut rotational speed Novr2) applied and the enginespeed Ne so controlled that it may not exceed the second ignition cutrotational speed Novr2.

While the target transmission gear ratio R of the non-stage transmissionCVT is described as being set in accordance with a throttle opening Θth,it may otherwise be set in accordance with an engine speed Ne, an intakepipe internal negative pressure Pb or the like.

While the actual transmission gear ratio Θr of the non-stagetransmission CVT which is used in ordinary feedback control is describedas calculated from a vehicle velocity V and an engine speed Ne, atransmission gear ratio of the non-stage transmission which is detecteddirectly may be used. In particular, an output signal of thetransmission gear ratio detecting sensor 128 (or transmission gear ratiodetecting means 1407) may be used.

While transmission gear ratio control of the non-stage transmission CVTis described as being executed so that the actual transmission gearratio Θr may coincide with a target transmission gear ratio R,transmission gear ratio control of the non-stage transmission CVT mayotherwise be executed so that an actual engine speed may coincide with atarget engine speed which is set in accordance with an engine loaddetermined by a throttle opening Θth or the like.

Further, while in the foregoing description the present invention isdescribed as applied to an engine having a non-stage transmission whichis composed of a cam plate type fixed delivery hydraulic pump and a camplate type variable delivery hydraulic motor, the present invention isnot particularly limited to this and may naturally be applied to anon-stage transmission which is composed of two pulleys the width ofgrooves of which is adjusted by a hydraulic pressure and an endless beltstretched between and around the pulleys, or to such an engine having atoroidal non-stage transmission or the like as described above.

While in the foregoing description the transmission gear ratio fixingcircuit is energized so that the transmission gear ratio is set to afixed value when a fault in transmission gear ratio control of thenon-stage transmission occurs, the present invention is not particularlylimited only to this, and the transmission gear ratio fixing circuit mayotherwise be energized when the vehicle moves in reverse, for example,in order to control the engine speed so that it not may exceed thesecond ignition cut rotational speed Novr2.

As is apparent from the foregoing description, according to the presentinvention, the following effects can be attained. In particular, sincethe engine speed is controlled so that it may not exceed a predeterminedrotational speed when the transmission gear ratio of the non-stagetransmission is set to a fixed value in a special running condition, theengine will not suffer from overheating even if running is continued fora long period of time. Further, since fixation of the transmission gearratio is executed when the controlling device for the non-stagetransmission is in a fault condition, running of the vehicle can beaccomplished normally in a non-fault condition.

FIG. 39 is a block diagram showing construction of a seventh embodimentof the present invention. Referring to FIG. 39, a microcomputer 951 iscomposed of a CPU 951A, a ROM 951B, a RAM 951C, an input/outputinterface 951D, and a common bus 951E for interconnecting suchcomponents, as is well known in the art. The Ne sensor 204, the Θthsensor 207, the vehicle velocity sensor Se and an automatic cruisesetting switch 911 are connected to the microcomputer 951. The automaticcruise setting switch 911 is provided to set or cancel automatic fixedvelocity running (hereafter referred to as "automatic cruise running")control of the vehicle.

Reference numerals 70, 81, 85 and 86 denote a trunnion shaft 70connected to the cam plate of the hydraulic motor M, a sectoral sectorgear 81 connected to the trunnion shaft, a worm gear 85 held in meshingengagement with the sector gear and a motor 86 for driving the worm gearto rotate. The motor 86 is also connected to the microcomputer 951. Athrottle valve driving means 912 for driving a throttle valve 913 isalso connected to the microcomputer 951.

FIG. 40 is a flow chart illustrating operation of the seventh embodimentof the present invention. Turning to FIG. 40, initialization is executedat step S1201. Then at step S1202, a vehicle velocity v, a throttleopening Θth and an engine speed Ne are read in from the vehicle velocitysensor Se, Θth sensor 207 and Ne sensor 204, respectively.

At step S1203, a basic engine speed Nemap is retrieved in response tothe vehicle velocity v and throttle opening Θth. Basic engine speedsNemap are registered in a map stored in advance in the microcomputer 951(FIG. 39) wherein the vehicle velocity v and throttle opening Θth areemployed as parameters, and a basic engine speed Nemap is read out fromthe map. It should be noted that, in case no basic engine speed Nemap isstored which corresponds to the vehicle velocity v and throttle openingΘth thus read in, a value of Nemap is read out which corresponds tovalues near the read-in values of v and Θth, and a basic engine speedNemap is calculated by an interpolation calculation.

At step S1204, it is judged whether or not the automatic cruise settingswitch 911 is in an on-state, that is, whether or not the vehicle ismaking automatic cruise running. If the vehicle is not making automaticcruise running, a correction term Neauto is set to zero. (Suchcorrection term Neauto will be described with reference to step S1208,below.) If the vehicle is making automatic cruise running, then thevehicle velocity v read in at step S1202 is subtracted from a vehiclevelocity at a point of time when automatic cruise running was set(automatic cruise setting vehicle velocity) to calculate a deviation δvat step S1206. At step S1207, a correction term Neauto is retrievedusing the deviation δv. FIG. 41 is a graph illustrating a relationshipbetween δv and the correction term Neauto. A table of such arelationship as shown in FIG. 41 is stored in advance in themicrocomputer 951 (FIG. 39), and a correction term Neauto correspondingto δv is retrieved from the table. In case no correction term Neautocorresponding to δv is stored, Neauto corresponding to a value of δvnear the value of δv is read out, and a correction term Neauto iscalculated by an interpolation calculation. It should be noted that,instead of provision of the table in which such data as shown in FIG. 41are stored, Neauto may otherwise be set from a function which is storedin advance and has such a characteristic as shown in FIG. 41.

After completion of the processing at step S1205 or S1207, the processadvances to step S1208. At step S1208, the basic engine speed Nemap andthe correction term Neauto are added, as represented by an equation (1)below, to calculate a target engine speed Neset.

    Neset=Nemap+Neauto                                         (1)

A step S1209, it is judged whether or not an absolute value of adifference of the target engine speed Neset from the actual engine speedNe read in at step S1202 is smaller than a predetermined value ε, thatis, whether or not the engine speed Ne substantially coincides with thetarget engine speed Neset. If the absolute value is smaller than thepredetermined value ε, then the output power of the motor 86 (FIG. 39)is reduced to zero, at step S1210, so that the transmission gear ratioof the non-stage transmission may not be varied. Then, the processreturns to step S1202.

However, if the difference of the target engine speed Neset from theengine speed Ne is not smaller than the predetermined value ε, then itis judged at step S1211 whether or not the engine speed Ne is smallerthan the target engine speed Neset. If the engine speed Ne is smallerthan the target engine speed Neset, a predetermined signal is delivered,at step S1212, to the motor 86 to rotate the driving shaft of the motor86 in a predetermined direction so that the transmission gear ratio ofthe non-stage transmission may be changed to a high side value (todecrease the transmission gear ratio).

On the other hand, if the engine speed Ne is equal to or higher than thetarget engine speed Neset, a predetermined signal is delivered, at stepS1213, to the motor 86 to rotate the driving shaft of the motor 86 in adirection opposite to the predetermined direction so that thetransmission gear ratio of the non-stage transmission may be changed toa low side value (to increase the transmission gear ratio).

By the processing at step S1212 or S1213, the non-stage transmission iscontrolled so that the engine speed Ne may approach the target enginespeed Neset. After completion of the processing at step S1212 or S1213,the process returns to step S1202.

FIG. 42 is a functional block diagram of the seventh embodiment of thepresent invention. In FIG. 42, like reference numerals to those of FIG.39 denote like or equivalent portions.

Referring to FIG. 42, the automatic cruise setting switch 911 and thevehicle velocity sensor Se are connected to an automatic cruisecontrolling means 914. The automatic cruise controlling means 914controls the throttle valve driving means 912 so that, when theautomatic cruise setting switch 911 is turned on (i.e., set), automaticcruise running may thereafter be effected at a velocity equal to thatwhen the automatic cruise controlling means 914 is set. The throttlevalve driving means 912 drives the throttle valve 913.

A δv calculating means 922 is connected to the vehicle velocity sensorSe and the automatic cruise controlling means 914 and subtracts anactual vehicle velocity v detected by the vehicle velocity sensor Sefrom the vehicle velocity at the point of time when automatic cruiserunning was set, to calculate δv. Such calculation of δv by the δvcalculating means 922 is executed when the automatic cruise settingswitch 911 is in an on-state.

An Neauto table 933 is a table which represents such a relationshipbetween δv and the correction term Neauto as shown in FIG. 41. While thecalculation of δv is being executed by the δv calculating means 922, acorrection term Neauto corresponding to the value of δv is read out fromthe Neauto table 923 and transmitted to an Neset calculating means 924.

An Nemap map 921 is a map in which basic engine speeds Nemap areregistered in advance employing the vehicle velocity v and the throttleopening Θth as parameters as described above in connection with stepS1203 of FIG. 40. An engine speed Nemap corresponding to the vehiclevelocity v and the throttle opening Θth is read out from the Nemap map921 and transmitted to the Neset calculating means 924. The Nesetcalculating means 924 executes a calculation represented by the equation(1) to calculate a target engine speed Neset.

A feedback controlling means 925 controls the motor 86 for modifying thetransmission gear ratio of the non-stage transmission so that an actualengine speed Ne delivered from the Ne sensor 204 may coincide with thetarget engine speed Neset. As the motor 86 is driven, the trunnion shaft70 is rotated by way of the worm gear 85 and the sector gear 81 so thatthe transmission gear ratio of the non-stage transmission is controlled.

In the foregoing description, it is described that a basic engine speedNemap is calculated and, when the vehicle is making automatic cruiserunning, a correction term Neauto is set, and then Nemap and Neauto areadded to yield a target engine speed Neset, whereafter the non-stagetransmission is controlled so that an actual engine speed Ne maycoincide with the target engine speed Neset. However, the presentinvention is not particularly limited to this, and such measures maynaturally be employed that a target transmission gear ratio iscalculated and the non-stage transmission is controlled so that anactual transmission gear ratio may coincide with the target transmissiongear ratio. In particular, such measures may be employed that a basictransmission gear ratio Rmap is calculated and, when the vehicle ismaking automatic cruise running, a correction term Rauto is set, andthen such Rmap and Rauto are added to find out a target transmissiongear ratio Rset, whereafter the non-stage transmission is controlled sothat an actual transmission gear ratio R may coincide with the targettransmission gear ratio Rset. A controlling device in this instance canbe constructed readily from the foregoing description, and accordingly,description thereof will be omitted herein. Detection of an actualtransmission gear ratio R can be accomplished by detecting a rotationalangle of the trunnion shaft 70 or the motor 86 by means of apotentiometer or the like.

Furthermore, while in the embodiment described above it is describedthat, as shown at steps S1204 to S1208 of FIG. 40, Neauto is retrievedin automatic cruise control and added to a basic engine speed Nemap tocalculate a target engine speed Neset, such means may naturally beemployed that, for example, a map of target engine speeds Neset to whichvalues of Neauto are added is produced in advance, and in automaticcruise control, a target engine speed Neset is retrieved from the map.Further, while the transmission gear ratio controlling means of thenon-stage transmission which is applied to the present invention isdescribed as being the motor 86 for rotating the trunnion shaft 70connected to the cam plate of the hydraulic motor M as shown in FIGS.42, 2, and 39, such modification may naturally be employed wherein twooil passages for a high pressure and a low pressure, a spool valve forchanging over between the oil passages, a solenoid valve for controllingsliding movement of the spool valve and so forth are provided in placeof the motor, and the solenoid valve is controlled to control slidingmovement of the spool valve to change over between the two oil passagesfor a high pressure and a low pressure to rotate the trunnion shaft 70.

While in the foregoing description the present invention is described asbeing applied to a non-stage transmission which is composed of a camplate type fixed delivery hydraulic pump and a cam plate type variabledelivery hydraulic motor, the present invention is not particularlylimited to this and may naturally be applied to a non-stage transmissionwhich is composed of two pulleys the width of grooves of which isadjusted by a hydraulic pressure and an endless belt stretched betweenand around the pulleys, or to such a toroidal non-stage transmission asdiscussed above.

As apparent from the foregoing description, according to the presentinvention the following effects can be attained.

Upon automatic fixed velocity running, since the transmission gear ratiocan be increased only when a change in running condition of the vehicleis great, the vehicle can follow a wide change of the running condition,and reduction of the fuel cost of the vehicle can be attained.

Since automatic fixed velocity running control is executed in both theopening control of a throttle valve and the control of the transmissiongear ratio of the non-stage transmission, hunting of the vehicle can beessentially eliminated, and a smooth running feeling can be attained.

Although certain preferred embodiments have been shown and described, itshould be understood that many changes and modifications may be madetherein without departing from the scope of the appended claims.

What is claimed is:
 1. A controlling device for controlling thetransmission ratio of a non-stage transmission in a vehicle,comprising,engine output power forecasting means for forecasting anoutput power of an engine in said vehicle, transmission ratio adjustmentstorage means for storing a transmission ratio adjustment value andoutputting a transmission ratio adjustment according to said outputpower forecast, vehicle condition sensing means for determining anactual running condition of said vehicle, transmission gear ratiostorage means for outputting an initial transmission ratio target valuein response to said actual running condition, adding means fordetermining a transmission ratio target value based on said initialtransmission ratio target value and said transmission ratio adjustment,and ratio control means for controlling said transmission ratio tocorrespond with said transmission ratio target value, wherein saidengine output power forecasting means comprises comparison means forcomparing a detected atmospheric pressure with a predeterminedatmospheric pressure, and wherein said engine output power forecastingmeans provides said transmission ratio adjustment to said adding meanswhen said detected atmospheric pressure is less than said predeterminedatmospheric pressure.
 2. A controlling device for a non-stagetransmission for a vehicle according to claim 1, wherein said engineoutput power forecasting means further comprises an output powerdecrease forecasting means for forecasting a condition wherein theoutput power of said engine decreases.
 3. A controlling device for anon-stage transmission for a vehicle according to claim 2, wherein saidoutput power decrease forecasting means further comprises an atmosphericpressure detecting means.
 4. A controlling device for a non-stagetransmission for a vehicle according to claim 1, further comprising anincreasing fuel use detecting means for detecting an increasing amountof fuel use for acceleration.